l/\^. ^. AT^/-^
PROCEEDINGS
OF THE
THIRTY-EIGHTH ANNUAL CONVENTION
OF THE
American Railway Engineering
Association
HELD AT THE
PALMER HOUSE, CHICAGO. ILLINOIS
March 16. 17 and 18. 1937
VOLUME 38
Copyright, 1937, by
AMERICAN RAILWAY ENGINEERING ASSOCIATION
CHICAGO
BOARD OF DIRECTION
President
A. R. Wilson, Engineer Bridges and Buildings, Pennsylvania Railroad, Philadelphia, Pa.
First Vice-President
J. C. Irwin, Valuation Engineer, Boston & Albany Railroad (N.Y.C.R.R.), Boston, Mass.
Second Vice-President
F. E. Morrow, Chief Engineer, Chicago & Western Indiana Railroad, Chicago.
Past-Presidents
L. W. Baldwin, Chief Executive Officer, Missouri Pacific Lines, St. Louis, Mo.
John V. Neubert, Chief Engineer Maintenance of Way, New York Central System, New
York City.
W. P. WiXTSEE, Chief Engineer, Norfolk & Western Railway, Roanoke, Va.
John E. Armstrong, Assistant Chief Engineer, Canadian Pacific Railway, Montreal, Que.,
Canada.
Robert H. Ford, Assistant Chief Engineer, Chicago, Rock Island & Pacific Railway,
Chicago.
Treasurer
A. F. Blaess, Chief Engineer, Illinois Central System, Chicago.
Secretary
E. H. Fritch, 59 East Van Buren Street, Chicago.
Frank McNellis, Assistant Secretary and Assistant Treasurer, Chicago.
Directors
R. C. Bardwell, Superintendent Water Supply, Chesapeake & Ohio Railway, Richmond,
Va.
W. J. Burton, Assistant to Chief Engineer, Missouri Pacific Railroad, St. Louis, Mo.
*E. L. Crugar, Chief Engineer, Wabash Railway, St. Louis, Mo.
Ralph Budd, President, Chicago, Burlington & Quincy Railroad, Chicago.
Bernard Blum, Chief Engineer, Northern Pacific Railway, St. Paul, Minn.
William T. Dorrance, Assistant to Chief Engineer, New York, New Haven & Hartford
Railroad, New Haven, Conn.
H. R. Clarke, Engineer Maintenance of Way, Chicago, Burlington & Quincy Railroad,
Chicago.
F. L. C. Bond, General Manager, Central Region, Canadian National Railways, Toronto,
Ont., Canada.
W. M. Post, Assistant Chief Signal Engineer, Pennsylvania Railroad, Philadelphia, Pa.
Died, March 2, 1937.
TABLE OF CONTENTS
BUSINESS SESSION
Page
BUSINESS SESSION 11
Introductory Remarks by the President 11
President's Address 11
Reports of Secretary and of Treasurer 16, 31
Financial Statement 30
Condensed Report of Convention 32
Report of Tellers 37
ADDRESS BY THOS. H. MACDONALD 48
ADDRESS OF HONORABLE HAROLD B. WELLS
"Th% Best Philosophy of Life" 54
COMMITTEE REPORTS
REPORT OF COMMITTEE ON YARDS AND TERMINALS 65
Hump Yards 65
Features to be Considered in the Design of Gravity or Hump Classification
Yards or in the Equipping of Such Yards with Retarders 66
Expediting of Freight Car Movements Through Yards 67
Scales Used in Railway Service 67
Proposed Specifications for the Manufacture and Installation of Two-Section,
Knife-Edge Railway Track Scales 68
Bibliography on Subjects Pertaining to Yards and Terminals Appearing in
Current Periodicals 82
Outline of Complete Field of Work of the Committee 90
Charles Patterson McCausland, A Memoir 92
REPORT OF COMMITTEE ON WATER SERVICE, FIRE PROTECTION
AND SANITATION 93
Relation of Railway Fire Protection to Municipal and Privately-Owned
Waterworks 94
Use of Phosphates in Water Treatment 97
Cause of and Remedy for Pitting and Corrosion of Locomotive Boiler Tubes
and Sheets, with Special Reference to Status of Embrittlement
Investigations 101
Methods for Analysis of Chemicals Used in Water Treatment 102
Progress Being Made by Federal or State Authorities on Regulations Pertain-
ing to Railway Sanitation 105
Determination of and Means for Reduction of Water Waste 106
Outline of Complete Field of Work of the Committee 110
3
Table of Contents
Page
REPORT OF COMMITTEE ON MAINTENANCE OF WAY WORK
EQUIPMENT lis
Electric Tie Tampers 115
Use and Adaptability of Crawler-Type Tractors in Maintenance of Way Work 120
Machines for Laying Rail and Their Auxiliary Equipment 122
Track Welding Equipment 128
Power Bolt Tighteners 131
Outline of Complete Field of Work of the Committee 133
REPORT OF COMMITTEE ON SHOPS AND LOCOMOTIVE TERMINALS.. 137
Adaptation of Enginehouses, Shops and Engine Terminal Layouts for Handling
Oil-Electric Locomotives and Rail Cars 137
Power Plants 138
Outline of Complete Field of Work of the Committee 139
«
REPORT OF COMMITTEE ON WATERWAYS AND HARBORS 141
Warehouse Piers, Coal Piers, Car Float Piers and Others on the Great Lakes
and Seacoast 142
Size and Depth of Slips Required for Various Traffic Conditions, Including
Cost of Construction and Maintenance 152
What is Navigable Water in Fact ? 155
REPORT OF SPECIAL COMMITTEE ON COMPLETE ROADWAY AND
TRACK STRUCTURE 161
Progress Report 161
REPORT OF COMMITTEE ON ROADWAY 163
Physical Properties of Earth Materials 164
Specifications for Cast Iron Culvert Pipe 167
Roadway Drainage 173
Roadway Protection, Particularly Concrete Slab Roadbed 173
Signs, Particularly Roadway Signs Required 179
REPORT OF COMMITTEE ON WOOD BRIDGES AND TRESTLES 183
Design of Wood Trestles for Heavy Loading 183
Bearing Power of Wood Piles, with Recommendation as to Methods of
Determination 184
Recommended Relationships Between the Energy of Hammer and the Weight
or Mass of Pile for Proper Driving, to Include Concrete Piles 184
Improved Design of Timber Structures to Give Longer Life with Lower Cost
of Maintenance 185
REPORT OF COMMITTEE ON UNIFORM GENERAL CONTRACT FORMS. 187
Shelby S. Roberts, A Memoir 187
Form of Agreement for Cab Stand and Baggage Transfer Privileges 188
Table of Contents
Page
REPORT OF COMMITTEE ON BALLAST 191
Revision of Manual 191
Specifications for Stone Ballast 192
Proper Depth of Ballast— Los Angeles Testing Machine 195
Design of Ballast Sections in Line with Present-Day Requirements 202
REPORT OF COMMITTEE ON SIGNALS AND INTERLOCKING 205
Developments in Railway Signaling 205
Principal Current Activities of the Signal Section, AAR, by Synopsis, Sup-
plemented with List and References by Number of Adopted Speci-
fications, Designs and Principles of Signaling Practice 211
REPORT OF COMMITTEE ON RAIL 215
Revision of Manual 216
w-^urther Research, Including Details of Mill Practice and Manufacture as they
Affect Rail Quality and Rail Failures, Giving Special Attention to
Transverse Fissure Failures, Collaborating with Rail Manufacturers'
Technical Committee 217
Rail Failure Statistics for 1935 218
Transverse Fissure Statistics 224
AAR Detector Car 2}-2
Cause and Prevention of Rail Battering and Methods of Reconditioning Rail
Ends, Fastenings, and Frogs in Track 232
Rail Lengths in Excess of 39 Feet 233
Continuous Welding of Rail 247
Service Tests of Various Types of Joint Bars 247
Effect of Contour of the Head of Rail Sections on the Wear 24Q
Outline of Complete Field of Work of the Committee 252
Earl Stimson, A Memoir 254
REPORT OF COMMITTEE ON HIGHWAYS 255
Revision of Manual 256
Highway-Railroad Grade Crossing Signs 256-262
Design and Specifications for Highway Crossings at Grade Over Railway
Tracks, Both Steam and Electric 263
Specifications for the Construction of Pre-Cast Concrete Slab Crossings.. 263
"Gates-Not- Working" and "Watchman-Not-On-Duty" Signs 265-270
Barrier Type of Grade Crossing Protection, Including Automatic Gates 271
Requisites for Automatic Gates 271
Outline of Complete Field of Work of the Committee 272
REPORT OF COMMITTEE ON BUILDINGS 273
Revision of Manual 274
Specifications for Railway Buildings 275
Reinforced Brick Masonry Chimney 277
Cement Grouted Macadam Platforms, Floors, Pavements and Pavement
Bases 282
Table of Contents
Report of Commtttee on Buildings (Continued) Page
Influence of the Design of Buildings on Fire Insurance Rates 288
Different Tjpes of Paint and their Economical Selection 291
Design of Small Cold Storage Plants for Railway Use 293
Stockpens 296
Outline of Complete Field of Work of the Committee 299
REPORT OF COMMITTEE ON IRON AND STEEL STRUCTURES 301
Application of and Specifications for Fusion Welding and Gas Cutting of
Steel Structures, Collaborating with ASTM Committee A-1 on Steel.. 302
Outline of Complete Field of Work of the Committee 307
REPORT OF COMMITTEE ON WOOD PRESERVATION 309
Service Test Records for Treated Ties 309
Piling Used for Marine Construction -. 334
Destruction by Termites and Possible Ways of Prevention 346
Outline of Complete Field of Work of the Committee 349
Frank Cummings Shepherd, A Memoir 352
REPORT OF COMMITTEE ON ECONOMICS OF RAILWAY LABOR 355
Analysis of Operations of Railways That Have Made Marked Progress in
Reduction of Labor Required in Maintenance of Way Work 356
Organization of Forces and Methods of Performing Maintenance of Way Work 364
Economies in Labor to be Effected Through Increased Capital Expenditures... 370
Economies in Track Labor to be Effected in the Maintenance of Joints by
Welding and the Use of Reformed Bars 373
Effect of Higher Speeds on the Labor Cost of Track Maintenance 375
Outline of Complete Field of Work of the Committee 378
REPORT OF COMMITTEE ON ECONOMICS OF RAILWAY OPERATION... 381
Methods for Obtaining a More Intensive Use of Existing Railway Facilities . . 382
Methods or Formulae for the Solution of Special Problems Relating to More
Economical and Efficient Railway Operation (withdrawn) 389
Method of Determining the Effect of a Moderate Change in Traffic Density
Upon the Operating Ratio of a Railway 403
Train Resistance as Affected by Weight of Rail 409
REPORT OF COMMITTEE ON ECONOMICS OF RAILWAY LOCATION.... 421
Revision of Manual 421
Steam Locomotives 421, 423
Power 423
Electric Locomotives 423
Form for Calculating the Tractive Effort and Horsepower Output of
Typical Electric Locomotives — Direct Current 426
Single Phase Alternating Current 428
Motor Generator Locomotive 429
REPORT OF SPECIAL COMMITTEE ON ECONOMICS OF BRIDGES AND
TRESTLES 433
Progress Report 433
Table of Contents 7
Page
REPORT OF COMMITTEE ON MASONRY 437
Revision of Manual 438
Specifications and Principles of Design of Plain and Reinforced Concrete 438
Progress in the Science and Art of Concrete Manufacture 446
Specifications for Foundations 448
General Specifications for Soil Testing for Railway Foundations 448
Proposed Specifications for Placing Concrete by Pumping 449
Review of ASTM Specification C76-3ST for Reinforced Concrete Culvert Pipe 450
Rating of Existing Reinforced Concrete Structures 451
Frederick E. Schall, A Memoir 452
Z. H. Sikes, A Memoir 452
REPORT OF SPECIAL COMMITTEE ON IMPACT 453
Progress Report 453
Outline of Complete Field of Work of the Committee 454
REPORT OF SPECIAL COMMITTEE ON STRESSES IN RAILROAD TRACK 455
Progress Report 455
REPORT OF COMMITTEE ON ELECTRICITY 457
Summary of Reports of Electrical Section 457
REPORT OF COMMITTEE ON STANDARDIZATION 461
American Standards Association 462
Canadian Engineering Standards Association 464
Tabulation of Specifications and Recommended Practices as Contained in the
Manual and Supplemental Bulletins, Which are Presented for Uniform
Practice on all Railroads 466
Standards Approved by American Standards Association 469
American Standards Association Technical Projects on Which the Association
of American Railroads is Now Cooperating 471
REPORT OF COMMITTEE ON TRACK 475
Revision of Manual 476
Errata and Revisions of Plans Since Latest Issue Included in Appendix E
of Trackwork Plans 477
Report on Design of Railbound Frog Castings 478
Fastenings for Continuous Welding of Rail 493
Extract of Report on "Welding Rails Together in Track" 498
Plans and Specifications for Track Tools 501
Plans for Switches, Frogs, Crossings, Slip Switches, etc., and Track Construction
in Paved Streets 503
Design of Tie Plates for RE Rail Sections as Developed 504
Determination of the Limiting Relative Positions of the Abutting Rails of
Fbced and Drawspans of Bridges and Proper Tolerances 508
Outline of Complete Field of Work of the Committee 509
Revised Designs for Cut Track Spikes 510
5/8 Inch Raised Throat Track Spike 511
9/16 Inch Raised Throat Track Spike 512
Table of Contents
Page
REPORT OF COMMITTEE ON TIES 513
Extent of Adherence to Standard Specifications 514
Substitutes for Wood Ties 514
Best Practice From the Manufacture of the Tie to its Installation in Track.. 516
Effect of Different Kinds of Ballast on Life of Ties 521
Outline of Complete Field of Work of the Committee 522
REPORT OF COMMITTEE ON RECORDS AND ACCOUNTS S2S
Revision of Manual 526
Progress Profile 527
Bibliography on Subjects Pertaining to Records and Accounts 526
Office and Drafting Room Practice 5.^0
Recommended Practices to be Followed with Respect to Maintenance of Way
Accounts and Statistical Requirements 553
Construction Reports and Records 554
Methods and Forms for Gathering Data for Keeping Up to Date the Property
Records of Railways with Respect to Valuation, Accounting,
Depreciation and Other Requirements 568
Valuation 568
Accounting and Depreciation 575
Methods for Avoiding Duplication of Effort and for Simplifying and Co-
ordinating Work Under the Requirements of the Interstate Commerce
Commission 576
REPORT OF COMMITTEE ON RULES AND ORGANIZATION 577
Revision of Manual 577
Rules for Maintenance of Bridges — Wood Structures 584
Rules for Fire Protection 585
Outline of Complete Field of Work of the Committee 587
REPORT OF SPECIAL COMMITTEE ON WATERPROOFING OF RAILWAY
STRUCTURES 591
Progress Report 591
Table of Contents
DISCUSSIONS
Page
Clearances 36
Standardization 593
Yards and Terminals 594
Shops and Locomotive Terminals 595
Uniform General Contract Forms 595
Waterproofing of Railway Structures 597
Electricity 598
Water Service, Fire Protection and Sanitation 609
Waterways and Harbors 613
Roadway 614
Ballast 621
Wood Bridges and Trestles 624
Iron and Steel Structures 629
Impact 630
Economics of Bridges and Trestles 633
Highways 634
Rail 635
Third Progress Report on Investigation of Steel Rails, by H. F. Moore 645
Stresses in Railroad Track 674
Signals and Interlocking 682
Records and Accounts 685
Economics of Railway Operation 691
Maintenance of Way Work Equipment 695
Economics of Railway Labor 697
Ties 703
Economics of Railway Location 705
Rules and Organization 707
Track 710
Masonry 715
Buildings 730
Wood Preservation ,,.,,,, 735
BUSINESS SESSION
PROCEEDINGS
The object of this Association is the advancement of knowledge pertaining to the scientific
and economic location, construction and maintenance of Railways.
Its action is not binding upon its members.
TUESDAY, MARCH 16, 1937
MORNING SESSION
The Thirty-eighth Annual Convention of the American Railway Engineering Asso-
ciation was called to order in the Grand Ball Room of the Palmer House, Chicago,
Illinois, by the President, Mr. A. R. Wilson, Engineer Bridges and Buildings, Pennsylvania
Railroad.
The President: — The meeting will please come to order. This is the Thirty-eighth
Annual Meeting of the American Railway Engineering Association. It is now declared
open for business. This meeting is also the annual meeting of the Construction and
Maintenance Section, Division IV — Engineering, Association of American Railroads, the
meetings being concurrent.
The first order of business is the reading of the Minutes of the last annual meeting.
Inasmuch as these Minutes have been printed and a copy furnished to each member,
unless there is objection, the reading of the Minutes will be dispensed with. As there
is no objection, the Minutes stand approved as printed.
Will the Board of Direction please come to the platform ? The next order of business
is the President's Address.
ADDRESS OF PRESIDENT A. R. WILSON
Fellow-Members :
I rise to address this Convention with the same sense of pride and pleasure that I
have felt during the last twelve months in representing a body of men who stand for
the highest type of efficient and honest work, both in principle and practice.
In 1900 this Association was organized. With the "March of Time" we are now
holding our Thirty-eighth Annual Convention.
Logicians tell us people traveling the trail of life will reach their goals successfully
if they establish well-defined guide-marks early in life. This is equally applicable to an
organization. The small group of railroad men who met and organized this Association
had a big vision of its possibilities. Their judgment and foresight have been justified
many times.
This Association having as its object the advancement of knowledge pertaining to
the scientific and economic location, construction, operation and maintenance of railways;
and with its plan of organization and method of operating it; there are few if any
organizations in existence today which function more successfully or accomplish greater
results than the American Railway Engineering Association.
The principal reason for the existence of this Association is the assistance which, by
the concerted action of its membership, it can give to the individual railway engineer
and to the railways. Insofar as it has fulfilled this purpose it has prospered. As long
as it is the most efficient agency for securing required engineering information and results
it will continue to prosper, for it will be supported, not only by its own membership,
but by the railways which reap the benefits of the work it does.
11
12 Business Session
To follow its work through the annual Proceedings gives one a most comprehensive
idea of the improvement in the art of manufacturing transportation, and at the same
time shows clearly what has been done to simplify practice, to standardize materials and
structures, all of which tends to the maximum of efficiency in the personnel and economy
to the railroad.
The "Manual of Recommended Practices"
In the early years of the Association's existence it was decided to assemble in one
volume the recommended definitions, specifications and principles of practice for railway
engineering and maintenance of way work; special care being observed that only such
matter be included as had been carefully considered by the Association prior to its adop-
tion at the annual conventions.
Two years ago your Board, recognizing that the 1929 Manual and supplements should
be thoroughly reviewed and revised, authorized such work to be undertaken. A special
committee was appointed and the employing on full time of an editor under the general
direction of the Manual Committee. Today we see the results — a volume of inestimable
value, covering railroad engineering, the Association should regard it as its proudest
achievement.
The Engineer
Everything created and built by man first took shape in the form of an "idea";
a great engineering development — a fine work of art, a large office building, a national
transportation system, each had their beginning in an "idea." There seems to be a
growing consciousness on the part of the public and their leaders in public affairs that
engineering is playing and will continue to play, an increasingly important part in the
activities of the modern world. All sorts of wild notions are brought forward as reve-
lations of the short and direct route to new and greater opportunity. But as these have
successively failed to produce the wished-for result or as saner thought has demonstrated
their fallacy, the idea has become more widespread that, after all, technical knowledge
and methods have played a major part in the stupendous advances of the last century.
Calmer minds, however, realize that, after all, it is not the scientist but the Engineer
who makes available to mankind the increasing technical as well as scientific knowledge
which is such an important factor in modern life. Science, in short, is knowledge —
knowledge of the world in which we live — but knowledge is, in itself, of secondary im-
portance today. Rather, progress depends on our ability to apply and use knowledge
as a tool with which man can increase his control over his environment and thus make
the world a better, safer place in which to live.
The belief that it is even more difficult to apply knowledge than to discover it,
is slowly gaining headway. Time was when the discovery of any useful truth was almost
immediately reflected in improvements in life or living. Today this is no longer true —
we know far more than we are able to apply. It is the man who has developed the
technique of applying knowledge to the material needs of man who is in demand — the
Engineer.
The scope of engineering today is difficult to define simply because the viewpoint
and methods of the Engineer are being constantly applied to a wider and wider field.
It has become almost impossible to write a definition of engineering that will be broad
enough to include all engineering activities and yet be explicit enough to constitute a
real definition.
Apparently the tide is turning. The Engineer is being called upon to aid in design-
ing public policies and programs as well as public works. He has no mysterious and
magic formula to suggest, but he has a viewpoint which is fundamental to the sane
President's Address 13
solution of any problem and a technique that reduces, as far as is humanly possible,
the risk of making costly errors or mistakes. These should be valuable assets to a nation,
state, or community as well as to private enterprise. They require a careful, honest,
unbiased attempt to see, appraise, and evaluate all angles of a problem and similarly
honest and painstaking planning to meet these needs. The Engineer realizes that public
problems, unlike many private ones, involve not single but often many interests. That
these interests are all entitled to consideration goes without saying, and the final answer
must be framed to meet the sometimes conflicting demands of various social, political,
and economic forces. The public interest requires, however, that the final answer to these
problems shall be the best that modern standards and methods can devise. The view-
point and the method must be those of the Engineer.
Throughout the ages, the Engineer's principal stock-in-trade has been his reputation
for absolute honesty and care in searching out, analyzing and appraising the basic facts
and economic values of those enterprises in the field of his professional activities. When
he has recommended a work, he has staked his reputation and standing on its feasibility
and soundness.
There is the old story of the Engineer who was asked by an intelligent female
whether Engineers could move Pike's Peak to the middle of the Sahara Desert. The
answer was, "Yes, but why do it?" The late General Carty, Chief Engineer of the New
York Telephone Company, always asked his assistants three questions about any project
submitted to him for approval: "Why do it this way? Why do it at all? Why do
it now?"
A bridge may fail physically through errors in structural design or judgment, or it
may fail economically through similar errors of economic analysis or judgment. Either
failure is an engineering disaster. There are, thus, many completed works which are
technically perfect, but which are complete engineering failures. Some of these mistakes
are unavoidable and they occur in connection with private as well as public undertakings.
In a large measure, progress in engineering is marked by the reduction of engineering
technique to a science. Beginning about the time of our Civil War, Engineers began to
compute stresses from loads, to test materials, and to proportion structural parts to meet
the stresses which analysis showed they would be subjected to. This development was
supported, as it led to economy.
Research
Standardization may discourage research, but research is bound to aid standardiza-
tion— our progress may be retarded by reducing our ideas and mind to a standard.
Research and more research "promotes knowledge of the properties of the materials and
methods of engineering." This knowledge must be obtained before sound specifications
can be promulgated and before sound practices can be recommended.
Research in the Civil Engineer's field has shown remarkable activity and achievement
during the past year.
Work has been carried on by various agencies and Universities, such as the National
Bureau of Standards, Portland Cement Association, Watertown Arsenal, Iowa State
College, Lehigh University, Columbia University and University of Illinois, which include
fatigue tests on heat treated wire as used in cable wire for bridge structure; further
developing the chemistry of metals, method of manufacture, heat treatment, resistance to
fatigue and corrosion. It would seem that we are now or soon will be faced with the
necessity of using less material for our design, this placing a premium on technical skill
and ingenuity, thus requiring more reliable data on the properties of materials.
14 Business Session
Recently great improvements have been made in filler metal for welds. Not only
has the ductility been increased by using heavily coated electrode, but filler metals now
available produce welds that equal or exceed the base metal in other physical properties.
The international conference at Harvard last June revealed the wide extent of
practical interest in the new science of soil mechanics — this new science making a powerful
impression on engineering practices during the past year. Every large construction
enterprise concerned with the earth as a foundation or a construction material relies on
soil laboratory guidance.
Under the direction of the Rail Committee, the tests at the University of Illinois
contributed information as to the prevention of fissures in rails, shown to be due to
"shatter cracks" in the head of the rail. The Association of American Railroads has,
with the rail interests, appropriated an additional sum to extend this work until January
1, 1939.
However, research should not be satisfied merely to remedy existing difficulties, but
should constantly strive to develop new ideas, better devices and improved methods, while
keeping fully informed of the new facts revealed by other industries. Research should
back away from things at hand and should take a view of transportation as a whole.
To be of maximum value, all research activities in railroading must be coordinated
with one major objective in view; an objective which keeps constantly in mind the place
of the railroad in the transportation fabric of the country. All past studies, technical,
social and economic, must be carefully analyzed, and new developments planned to suit
the constantly changing conditions, but with the main objective in mind.
This Association cannot fail when its members join in a common endeavor to pro-
mulgate specifications and recommend practices, and whose membership is composed of
men schooled in railroad engineering and having at their command the results of research.
In closing I wish to say that the service of your President during the past year has
been a service of delight and profit to him, and this and whatever success we have had
is due to that generous support and cooperation and to the loyal and efficient work con-
fidently forecast of you as I stood here a year ago and which I now find fulfilled by
you; and, for this, I thank you (Applause.)
The President: — ^The next order of business is the report of the Secretary and of
the Treasurer. Will the Secretary please present these reports?
Business Session IS
Secretary E. H. Fritch: — Mr. President and Members: — The reports of the Secre-
tary and of the Treasurer appear in Bulletin 394, beginning at page 99. As these two
reports have not been in your hands a sufficient length of time to give opportunity for
reviewing them, they will be briefly abstracted.
In the Secretary's report, the first item dealt with is Finances. The financial con-
dition of your Association, as will be noted from the Financial Statement for the calendar
year 1936, is quite satisfactory. The Excess of Receipts over Ordinary Expenditures
was $3,592.00.
The expenditures for account of the Manual revision work, being an extraordinary
expenditure, was $9,611.86.
The General Balance Sheet shows interest-bearing investments of $67,310.64.
Membership. — During the year, the Board Committee on Membership has given
active study to the problem of increasing the membership. Various methods have been
proposed, such as the selection of a "keyman" on each road, who would be expected to
canvass the situation on his particular railroad to develop and discover eligible prospects.
Such persons would be contacted by the Membership Committee and invitations to
become affiliated with the organization extended, supported by appropriate literature.
Another avenue of approach to the problem is the medium of the standing and special
committees. This method has been tried in the past with gratifying success. The possi-
bilities of other means will also receive attention during the current year, and it is hoped
will result in substantial additions to the membership rolls.
The Association has suffered the loss of thirty loyal and faithful members during
the year. Among our departed associates were a number who were outstanding in their
efforts to promote its welfare and interest. Among the most active may be cited the
following: Earl Stimson, S. S. Roberts, Edward H. Lee, John Brunner, Edward L.
Crugar, Onward Bates, F. E. Schall, C. P. McCausland.
Publications. — The new Manual has been issued and is available for distribution.
The current issue in an innovation, in that it is in looseleaf form as distinguished from
the rigid bound form heretofore employed. A special staff has been engaged during the
past two years in compiling the data for the new issue.
General. — Contact has been maintained with other organizations in the study of
problems of mutual concern.
Boiler Feedwater Studies. — An allowance of fifteen thousand dollars for a two-
year period for conducting boiler feedwater studies has been made by the AAR. These
studies are being carried on under the supervision of a Joint Committee, on which the
AREA is represented.
Continuous Welding of Rail. — A special investigation has been authorized by the
AAR in relation to continuous welding of rails. An allowance of ten thousand dollars
has been set aside for this purpose.
Track Scales. — In cooperation with the Traffic Department, the Engineering Divi-
sion has supervised the issuing of comprehensive pamphlet on track scales. Five thou-
sand copies have been made available of this important publication.
Civn, Engineering Research. — Reference is made to the "Plan of Procedure — Civil
Engineering Research," proposed by the Engineering Division. The plan has been pre-
sented to the proper officers of the AAR. It is understood that it has been approved
in principle by the Board of Directors.
Appointment of Assistant Treasurer. — At the Board meeting on March 12th,
1936, President Wilson called attention to the desirability of designating an Assistant
Treasurer, and proposed Mr. Frank McNeills, the Assistant Secretary, for this duty.
The appointment of Mr. McNeills was duly ratified by the Board of Direction.
REPORT OF THE SECRETARY
March 1, 1937.
To the Members:
This report is a summary of the activities, projects, and services performed by your
Association during the past year, grouped under appropriate headings.
FINANCES
The Financial Statement for the calendar year ending December 31, 1936, as shown
on another page, discloses the following facts:
The Budget for 1936, as approved by the Board of Direction, called for an allow-
ance of $26,314.00 for Ordinary or Current Expenditures.
The Actual Expenditures, as shown by the Financial Statement, were $25,050.11.
The Estimated Receipts for 1936, as submitted with the Budget, were $26,400.00.
The Actual Receipts, as indicated in the Financial Statement, were $28,643.06.
The Excess of Receipts Over Ordinary Disbursements were $3,592.95.
At the Board meeting of March 14, 1935, it was voted to employ assistance for the
Manual revision work. A special appropriation of $5,000.00 for this purpose was made
by the Board for the balance of the year 1935. The expenditures chargeable to this
work to December 31, 1935, were $4,799.49.
On December 5, 1935, the Board voted to appropriate the sum of $5,000.00 for
contmuing the Manual revision work in 1936.
The expenditures for Manual revision work during 1936 were $9,611.86, including
binders and paper stock.
MEMBERSHIP
Present Status. — The number of members on the rolls as of March 1, 1936, totalled
1910. The additions during the year were 127; the losses by death, resignations and
dropped were HI. The total membership as of March 1, 1937, is 1926.
The Membership Committee of the Board has given active consideration to the
question of increasing the membership during the year. Several avenues of approach
have been proposed, among them (1) the selection of a "keyman" on each railroad;
(2) the medium of the standing committees; (3) the general membership, and (4) the
Board of Direction. These various methods will be given further consideration and the
possibilities explored for accomplishing the desired results.
Increased membership will have the effect of stimulating the Association's activities
by supplying new workers on committees, extending the usefulness of the Association's
work by its wider dissemination and application, and in providing additional financial
support.
It has been the experience in the past that a suggestion from a member is frequently
all that is required to secure a desirable addition to the membership.
Among the benefits of membership are (1) participation in a great work; (2) oppor-
tunities for contact with others engaged in similar lines of work, and thus keeping abreast
16
Report of Secretary 17
of developments; (3) new members bring new thoughts, new ideas, new points of view;
also, they bring new problems, resulting in desirable expansion of association work.
Deceased Members. — Elsewhere in this report is a roster of members who have
passed away since the last annual meeting. It is with deep regret that we record the
loss of our departed associates. Their contributions to its work and activities have been
material factors in making the Association an effective force in railway affairs. It b
quite fitting and proper that special mention be made of those deceased members who
were outstanding in the affairs of the Association:
Earl Stimson, Chief Engineer Maintenance, Baltimore and Ohio Railroad — Past-
President; Past-Chairman, Engineering Division; Chairman, Rail Committee; former
Chairman, Committee on Wood Preservation; member Committee on Stresses in
Railroad Track.
S. S. Roberts, former Assistant Director, Bureau of Finance, Interstate Commerce
Commission ; Chief Section of Securities, ICC ; Past-Director of the AREA ; in railway
service, Illinois Central and Louisville and Nashville; Professor of Railway Civil Engi-
neering, University of Illinois; member of AREA Committee on Wood Bridges and
Trestles, Track, Yards and Terminals, Economics of Railway Location, Ties, Uniform
General Contract Forms.
Edward H. Lee, retired President, Chicago and Western Indiana Railroad — Charter
Member of the AREA; member of Board of Direction, 1918-1920; Vice-President,
1921-2; President, 1923; Chairman, Engineering Division, 1923; served on Committee
on Uniform General Contract Forms, 1908-1921, six years as Chairman.
John Brunner, Metallurgical Engineer, Carnegie-Illinois Steel Corporation — ^mem-
ber of AREA since 1902; for sLx years member Committee on Iron and Steel Structures;
member Committee on Stresses in Railroad Track from its formation; member Rail
Manufacturers' Technical Committee, cooperating with AREA Rail Committee in the
transverse fissure investigation.
Edward L. Crugar, Chief Engineer, Wabash Railway; member of Board of Direc-
tion, AREA; member Nominating Committee; member Committee on Ties.
Frederick E. Schall, former Bridge Engineer of the Lehigh Valley Railroad.
Served on several committees of the AREA and participated actively in discussions on
the floor of conventions.
Onward Bates, retired Consulting Engineer — Charter Member; active in AREA
committee-work in early years of organization.
C. P. McCausland, Engineer of Surveys, Western Maryland Railroad — a loyal and
hardworking member of Committee on Yards and Terminals.
18
Business Session
GEOGRAPHICAL DISTRIBUTION OF MEMBERSHIP
United States and Possessions
Alabama 8
Arizona ^
Arkansas 13
California 49
Colorado IS
Connecticut 21
Delaware 1
District of Columbia 31
Florida 12
Georgia 27
Hawaii 1
Idaho 1
Illinois 291
Indiana 32
Iowa 19
Kansas 32
Kentucky 27
Louisiana 16
Maine 9
Maryland 35
Massachusetts 42
Michigan 43
Minnesota 64
Mississippi 6
Missouri 114
Montana 7
Nebraska 22
New Hampshire 4
New Jersey 34
New Mexico 1
New York 162
North CaroHna 17
North Dakota 2
Ohio 147
Oklahoma 8
Oregon 6
Pennsylvania 152
Porto Rico 1
Rhode Island 3
South Carolina 1
South Dakota 1
Tennessee 19
Texas 72
Utah 5
Vermont 8
Virginia 85
Washington 17
West Virginia 19
Wisconsin 13
1718
Other Countries
Canada 106
Japan 22
Mexico 14
Brazil 8
India 7
Australia 6
China 6
Argentine 5
England 5
Central America S
Union Sov. Soc. Rep 4
Cuba 3
Manchukuo . . . .
Africa
Czecho-Slovakia
Scotland
Switzerland . . . .
Bolivia
Columbia
France
Germany
Siam
208
Report of Secretary 19
Beccaseb 0Ltmhtt%
Porter Allen
Chief Engineer Maintenance of Way, Pennsylvania Railroad
Joseph Bancroft
President, Huntingdon and Broad Top Mountain Railroad
W. K. Barnard
Consulting Engineer
Onward Bates
Consulting Engineer
J. J. Baxter
Assistant Chief Engineer, Wabash Railway
John Brunner
Manager, Department of Metallurgy, Carnegie-Illinois Steel Corp iration
Frank Buckley
Assistant Engineer, Kenya and Uganda Railways
W. B. Causey
Vice-President, M. E. White Company
G. C. Cleveland
Consulting Engineer, New York Central Railroad, West of Buffalo
S. E. Coombs
Special Engineer, New York Central Railroad
Edward L. Crugar
Chief Engineer, Wabash Railway
R. P. Graham
Engineer Maintenance of Way, Pennsylvania Railroad
Ralph Jones
Assistant Superintendent, Atchison, Topeka and Santa Fe Railway
C. W. Landgraf
Water Chemist, Illinois Central System
Edward H. Lee
President (Retired), Chicago and Western Indiana Railroad
20 BusinessSession
JBccea^eb Mtmheti
C. p. McCausland
Engineer "f Surveys, Western Maryland Railroad
E. H. Olson
Assistant Engineer, Atchison, Topeka and Santa Fe Railway
S. S. Roberts
Assistant Director, Bureau of Finance, Interstate Commerce Commission
J. S. Ruff
Division Engineer, New York, New Haven and Hartford Railroad
D. B. Rush
President, Rush-Roberts Engineering Company
Frederick E. Schall
Consulting Bridge Engineer, Lehigh Valley Railroad
Z. H. SiKES
Assistant Engineer Structures, New York Central Railroad
T. L. Simmons
Chief Engineer, Board of Railroad Commissioners for Canada
L. L. Sparrow
Engineer of Statistics, Atlantic Coast Line Railroad
Earl Stimson
Chief Engineer Maintenance, Baltimore and Ohio Railroad
H. Stringfellow
Executive Representative, Missouri Pacific Railroad
F. J. Taylor
District Engineer (Retired), Northern Pacific Railway
J. G. Tedei^s
Assistant Engineer, Baltimore and Ohio Railroad
A. E. Wallace
Vice-President and General Manager, Minneapolis, St. Paul and Sault Ste. Marie Railway
S. N. Williams
Professor Emeritus of Civil Engineering, Cornell College
Report of Secretary 21
COMMITTEE-WORK
Outline of Work. — In the "President's Message," promulgated on April 1, 1936,
an important and timely change was made in the customary assignment relative to future
committee-work. In lieu of the perennial instruction "Outline of work for the ensuing
year," that assignment now reads "Outline of complete field of work of this Committee."
The object being to return to the early practice of the Association of having for each
committee a complete skeleton of its field of work to guide it. The outline of work
promulgated in 1900 contained such schedules for the original fourteen committees.
List of Subjects Reported on by Committees. — The following is a reference
to the studies made and reported on by the respective standing and special committees
during the year:
Roadway Bulletin 390
Physical Properties of Earth Materials •
Specifications for Cast Iron Culvert Pipe
Roadway Drainage
Roadway Protection, Particularly Concrete Slab Roadbed
."■Jgns, Particularly Roadway Signs Required
Ballast Bulletin 390
Specifications for Stone Ballast
Proper Depth of Ballast; Los Angeles Testing Machine
Design cf Ballast Sections in Line with Present-Day Requirements
Ties Bulletin 393
Extent I f Adherence to Standard Specifications
Substitutes for Wood Ties
Best Practice from the Manufacture of the Tie to its Installation in Track
Effect of Different Kinds of Ballast on Life of Ties
Rail Bulletin 391
Mill Practice
Rail Failure Statistics for 1935
Transverse Fissure Statistics
Cause and Prevention of Rail Battering
Rail Lengths in Excess of 39 Feet
Continuous Welding of Rail
Service Tests of Various Types of Joint Bars
Effect of Contour of the Head of Rail Sections on the Wear
112-lb. RE Rail Section (revised)
Track Bulletin 393
Design of Ra!lbound Frog Castings
Fastenings for Continuous Welding i f Rail
Extracts of Report on "Welding Rails Together in Track"
Plans and Specifications for Track Tools
Plans for Switches, Frogs, Crossings, Slip Switches, etc.. and Track Construction in
Paved Streets
Design of Tie Plates for RE Rail Sections
Determination < f the Limiting Relative Positions of the Abutting Rails of Fixed and
Drawspans of Bridges and Proper Tolerances
Revised Designs for Cut Track Spikes
Buildings Bulletin 391
Freight Houses; Roofings
Specifications for Railway Buildings
Different Types of Paint and their Economical Selection — Exposure Record
Design of Small Cold Storage Plants for Railway Use
Stcckpens
Wood Bridges and Trestles Bulletin 390
Design of Wood Trestles for Heavy Loading
Bearing Power of Wood Piles
Recommended Relationships Between the Energy of Hammer and the Weight or Mass
of Pile for Proper Driving, Including Concrete Piles
Improved Design of Timber Structures to Give Longer Life, with Lower Cost of
Maintenance
22 Business Session
Masonry Bulletin 392
Specifications and Princ'ples of Design of Plain and Reinforced Concrete
Progres> in the Science and Art of Concrete Manufacture
Specifications for Foundations
I'll p >Md Specifications for Placing Concrete by Pumping
Review . f ASTAl Specification C76-35T for Reinforced Concrete Culvert Pipe
Ra:ing of Existing Reinforced Concrete Structures
Highways Bulletin 391
90 Degree Sheet Steel Crossing Sign Assembly for Suspension Over Highway and Details
Design and Specifications for Highway Crossings at Grade Over Railway Tracks, Both
Steam and Electric
■'Gates-Not-VVurking" and "Watchmen-Not-On-Duty" Signs
Barrier Type of Grade Crossing Protection, Including Automatic Gates
Signals and Interlocking Bulletin 390
Developments in Railway Signaling
4 Principal Current Activities of the Signal Section, AAR
Records and Accounts Bulletin 393
Progress Profile
Biblijgraphy on Subjects Pertaining to Records and Accounts
Office and Drafting Room Practice
Recommended Practices to be Followed with Respect to Maintenance of Way Accounts
and Statistical Requirements
Construction Reports and Rec rds
Methods and Forms for Gathering Data for Keeping Up to Date the Property Records
of Railways with Respect to Valuation, Accounting, Depreciation and other
Requirements
Methods for Avoiding Duplication of Effort and for Simplifying and Coordinating
Work Under the Requirements of the Interstate Commerce Commission
Rules and Organization Bulletin 393
Rules for Maintenance of Bridges — Wood Structures
Rules f r Fire Protection
Water Service, Fire Protection and Sanitation Bulletin 389
Relation of Railway Fire Protection to Municipal and Privately-Owned Waterworks
Use of Pho phates in Water Treatment
Cause of and Remedy for Pitting and Corrosion of Locomotive Boiler Tubes and Sheets
— Status of Embrittlement Investigations
Methods for Analysis of Chemicals Used in Water Treatment
Progress in Federal or State Regulations Relative to Railway Sanitation
Determination of and Means for Reduction of Water Waste
Yards and Terminals Bulletin 389
Hump Yards
The Expediting of Freight Car Movements Through Yards
Scales Used in Railway Service
Proposed Specifications for the Manufacture and Installation of Two-Section
Knife-Edge Railway Track Scales
Bibliography on Subjects Relating to Yards and Terminals
Iron and Steel Structures Bulletin 391
Application of and Specifications for Fusion Welding and Gas Cutting to
Steel Structures
i
Economics of Railway Location Bulletin
Steam Locomotives
Electric Loc motives
Forms for Calculating the Tractive Effort and Horsepower Output of Typical Loco-
LocimotWe"''"*^' Current; Single Phase Alternating Current, and Motor Generator
392
Report of Secretary 2^
Wood Preservation Bulletin 391
Service Test Records for Treated Ties
Piling Used for Marine Constructi m
Destruction by Termites and Possible Ways of Prevention
Electricity Bulletin 392
Synopsis of Reports of the Electrical Section. AAR
Uniform General Contract Forms Bulletin 390
Form of Agreement for Cab Stand and Baggage Transfer Privileges
Economics of Railway Operation Bulletin 392
Methods for Obtaining a More Intensive Use of Existing Railway Facilities
Methods or Formulae for the Solution of Special Problems Relating to More Econom-
ical and Efficient Railway Operation
Method of Determining the Effect of a Moderate Change in Traffic Density Upon the
Operating Ratio of a Railway
Train Resistance as Affected by Weight of Rail
Economics of Railway Labor Bulletin 391
Analysis of Operations of Railways thit have made Marked Progress in Reduction of
Labor Required in Maintenance of Way Work
OgTnizati)n of Forces and Methods of Performing Maintenance of Way Work
Economies in Labor t > be Effected Through Increased Capital Expenditures
Economies in Track Labor to be Effected in the Maintenance of Joints by Welding
and the Use of Reformed Bars
Effect of Higher Speeds on the Labor Cost of Track Maintenance
Shops and Locomotive Terminals Bulletin 389
Adaptation of Engine Houses, Shops and Engine Terminal Layouts for Handling Oil-
Electric Locomotives and Rail Cars
Power Plants
Waterways and Harbors Bulletin 389
Warehouse Piers. Coal Piers. Car Fl lat Piers
Size and Depth of Slips Required for Various Traffic Conditions
What is Navigable Water in Fact
Standardization Bulletin 393
American Standards Association
Canadian Engineering Standards Association
Tabulation of Specifirati n-^ and Recommended Practices as Contained in the Manual
and Supplemental Bulletins, Which are Presented for Uniform Practice on all
Railroads
Standards Approved by the American Standards Association
American Standards Association Technical Projects on Which the Association of Amer-
ican Railroads is Cooperating
Maintenance of Way Work Equipment Bulletin 389
Electric Tie Tampers
Use and Adaptability of Crawler-Type Tractors
Rail Laying Machines and Auxiliary Equipment
Track Welding Equipment
Power Bolt Tighteners
Waterproofing of Railway Structures Bulletin 393
Progress Report
Stresses in Railroad Track Bulletin 392
Progress Report
Impact Bulletin 392
Tests of Short Steel Spans with Open Floor, Together with Effect of Inequalities of
Track and Effect of Rough Wheels on Such Track
24 BusinessSession
PUBLICATIONS
The "Manual of the American Railway Engineering Association."— In the
early years of the Association it was decided to assemble in one volume the recommended
definitions of terms, plans, designs and specifications for material and workmanship, and
principles of practice for Railway Engineering and Maintenance of Way work, adopted
by the Association at its annual meetings after due consideration of the reports sub-
mitted by the standing and special committees. Owing to the importance and weight
that should justly be attributed to the deliberate and carefully expressed opinions and
judgments of an organization comprising prominent railway officials and specialists in
the various classes of work and duties connected with the location, construction, main-
tenance and operation of railways, and the influence that such publication would un-
doubtedly have on railway engineering, maintenance and operation, special care was
observed that only such matter be included in the Manual as had been carefully and
sufficiently considered by the Association prior to its adoption at the annual conventions
as to warrant its publication in this Manual as the practice recommended by the
Association.
The seventh revised Manual has been issued, and is now available for distribution.
The current edition is in looseleaf form, a change from the rigid bound book form here-
tofore used. The work of assembling and rearranging the material has engaged the
attention of a special staff for approximately two years. The revised Manual of 1936
consists of 1772 pages. During the past two years the several standing and special
committees have critically reviewed the material for which they are sponsors, with the
view of reconciling discrepancies, deleting obsolete matter, eliminating duplication, and
otherwise perfecting their respective chapters. The resulting product is an achievement
in which the Association may well take pride.
Proceedings. — Volume 37 was issued during the year. It contains the reports and
discussions thereon and also monographs contributed by the members.
Bulletins. — The usual number of Bulletins were issued during the year. Members
are reminded that this publication is available as a suitable medium for issuing appro-
priate papers on subjects relating to railway engineering, maintenance and operation.
MISCELLANEOUS
Cooperation with Technical Organizations. — The Association is continuing
collaboration with other technical organizations in the study of problems of mutual
concern. The advantages of such collaboration are manifold and are of distmct benefit
to the participating associations. A list of the associations with which we are cooperating
is given below:
American Society of Civil Engineers
American Society for Testing Materials
American Standards Association
American Transit Association
Association of American Railroads:
Mechanical Division
Motor Transport Division
Electrical Section
Signal Section
Central Committee on Lumber Standards
Chemical Warfare Service, U.S. Army
Edison Electric Institute
Report of Secretary 25
Joint Committee on Automatic Train Control
Highway Research Board, National Research Council
Joint Committee on Concrete and Reinforced Concrete
Joint Committee on Grade Crossing Protection
Joint Committee on Railway Sanitation
Manganese Track Society
National Scalemen's Association
Portland Cement Association
Rail Manufacturers' Technical Committee
University of Illinois Engineering Experiment Station
AAR Representative on American Standards Association. — ^The term of
Mr. J. C. Irwin as AAR Representative on American Standards Association expired on
December 31, 1936. Mr. A. R. Wilson, Engineer Bridges and Buildings, Pennsylvania
Railroad, has been elected by the General Committee of the Engineering Division to
succeed Mr. Irwin as the AAR Representative on ASA for the term of three years ending
with December 31, 1939.
Representative on Central Committee on Lumber Standards. — In response
to a request from the former American Railway Association, Mr. W. E. Hawley, at that
time Assistant Engineer of the Duluth, Missabe and Northern Railway, was appointed as
ARA Representative on the Central Committee on Lumber Standards, cooperating with
the U. S. Department of Commerce, effective September 15, 1922. Mr. Hawley repre-
sented not only the railroad industry, but also the engineers, functioning as Vice-
Chairman. Recently, the Department of Commerce decided to expand the personnel
of the Committee to include representation from associations not hitherto connected
with the Committee. Mr. Hawley will continue his service on the Central Committee
on Lumber Standards, as representing the railroads.
Boiler Feedw^ater Studies. — The Association of American Railroads appropriated
the sum of fifteen thousand dollars for a two-year period for conducting boiler feed-
water studies. This project is sponsored officially by the American Railway Engineering
Association; the American Waterworks Association; the American Society of Mechanical
Engineers, Edison Electric Institute, American Society for Testing Materials, the Amer-
ican Boiler Manufacturers Association, and the United States Navy. The studies are
being conducted at the New Brunswick, N. J., Station of the U. S. Bureau of Mines,
under the auspices of the Joint Research Committee on Boiler Feedwater Studies.
Research on Metallurgical Properties in Firebox Steel. — The Water Service
Committee presented a recommendation to the Board of Direction that the Mechanical
Division be urged to carry out research work on metallurgical properties in firebox steel,
with particular reference to factors affecting age hardening and corrosion fatigue, either
of which occasionally cause cracking in boiler plate, cause of which is frequently
attributed incorrectly to the quality of the water used.
Continuous Welding of Rail. — Among the requests for appropriations submitted
to the Association of American Railroads on behalf of the Engineering Division is a
recommendation for a special investigation in connection with continuous welding of
rails. In support of the request for an appropriation of ten thousand dollars for making
this study, it is pointed out that a great many installations of rail welds have been made
in this and other countries. The study will involve (principally in the laboratory) the
strength of welded rail joints, beginning with a study of specimens of rails welded by
different processes. Physical tests, metallographic tests, and perhaps some chemical
analyses will be made. The physical tests will include tensile, torsion, impact and fatigue
tests of specimens. This study will be followed by drop tests, bend tests, and roUing
26 Business Session
load tests of full-size welded joints in rails. Field tests will be made, and close contact
maintained with the Committee on Stresses in Railroad Track, in order that laboratory
tests can be correlated with experience.
Physical Properties of Earth Materials. — The first international conference on
Soil Mechanics and Foundation Engineering was held at Harvard University, June 22-
26, 1936. The Association was represented by two delegates. The purpose of the con-
ference was to (1) make a survey of investigations in progress in the various soil me-
chanics laboratories; (2) to collect information on recent developments in earth and
foundation engineering; (3) to compare and coordinate experiences and the result of
research ; (4) to initiate closer cooperation for the purpose of advancing scientific methods
of earth and foundation engineering. The 1936 conference will be followed by others,
from which will flow benefits in the direction of coordination and practicability from the
interchange of ideas in the field of soil mechanics and foundations.
Damage to Track and Structures from Brine Drippings. — Vice-President
J. M. Symes, of the Operations and Maintenance Department, AAR, has requested the
AREA to take the necessary action by the appointment of a committee or reappointment
of a former committee to reopen this subject, in collaboration with the Mechaniral
Division. This subject has been studied and reported on by committees of the AREA,
reports having been made in 1909, 1911, 1933, and 1934. The Committee on Track has
been instructed to contact the Mechanical Division.
Track Scales. — At the instance of the Weighing Committee of the Traffic Depart-
ment, AAR, the question of republishing the present track scales specifications and rules
to replace a similar publication issued in 1920, was considered. Upon review of the
present scales material, as prepared by the Engineering Division, the Weighing Committee
suggested a few minor changes, and recommended that the revised version be made
available for the Traffic and Operations and Maintenance Departments. Authority was
given to have 5000 copies of the pamphlet printed. It contains: Rules for the Loca-
tion, Maintenance, Operation and Testing of Railway Track Scales; Specifications for
the Manufacture and Installation of Four-Section, and Two-Section, Knife-Edge Railway
Track Scales; Specifications for the Manufacture and Installation of Motor Truck and
Other SimDar Scales for Railway Service; Tolerances for Large- Capacity Automatic-
Indicating Scales; and Specifications for Overhauling and Repair of Large-Capacity
Scales.
Standardization of Specifications for Motor Truck and Other Similar
Scales.— The Board of Direction has voted to present to the American Standards Asso-
ciation for standardization as an "American Standard" the Specifications for the Manu-
facture and Installation of Motor Truck, Built-in, Self-Contained and Portable Scales
for Railway Service — 1936.
Revision of Specifications for Grain-Weighing Scales. — Authority has been
given the Engineering Division to undertake the revision of the various scale specifica-
tions relating to the weighing of grain, collaborating with the several groups originally
concerned with their preparation.
Railroad-Highway Grade Crossing Protection. — Advice has been received
that the application for the approval of AAR Bulletin No. 2 — Railroad-Highway Grade
Crossing Protection, as "American Standard," by American Standards Association, has
been approved. This project was submitted to the ASA by AAR Joint Committee on
Grade Crossing Protection.
Rail Flange Lubricators. — The possibility of more extended use of rail flange
lubricators as a means of reducing railroad operating costs has been suggested. The
question has been referred to the Track Committee for exploration. This Committee
made a report in 1931, shown in the Proceedings, Vol. 32, at page 160.
Report of Secretary 27
Transportation Bills Introduced in Congress. — At the current session of Con-
gress, bills have been introduced, their object being "To promote the safety of employees
and travelers upon common carriers engaged in interstate commerce by railroads by
compelling such carriers to maintain tracks, bridges and appurtenances thereto in safe
and suitable condition." Similar bills were introduced in the preceding session of Con-
gress, but did not get beyond the preliminary stage. At that time, at the request of the
Association of American Railroads, representative Engineers charged with the responsi-
bility of maintenance of track, bridges and appurtenances thereto, formed a committee
for the study of the provisions of these bills. The personnel of this special committee
was as follows: Robert Paries, Chairman; R. B. Ball, John V. Neubert, W. P. Wiltsee,
H. R. Clarke, W. H. Kirkbride, L. H. Bond, Earl Stimson (deceased), E. H. Fritch,
Secretary of the Committee.
The special committee held several meetings in Washington and prepared data for
use in possible hearings before Congressional committees. It is felt that the enactment
of this proposed legislation is unwarranted and would place an unnecessary burden upon
railroads.
Important Meeting of Committee XI — Records and Accounts. — A signifi-
cant development in the affairs of Committee XI transpired at a meeting held in Boston
on August 5th and 6th, 1936. Mr. E. H. Bunnell, Vice-President of the Department of
Finance, Accounting, Taxation and Valuation, Association of American Railroads, was
present by invitation. Mr. Bunnell called attention to the present organization of the
railroads with respect to the valuation question, and stated that since the formation of
the AAR, all activities are centered in the Washington office and that it is desirable for
railroads to act in unison as a matter of policy in their studies and research work; he
also stated that there was an advisory committee appointed by him, consisting of three
engineers, three accounting officers, and three attorneys. The viewpoint of the ICC with
respect to valuation was described, the status of the depreciation accounting question,
revision of accounting classification and other regulations commented upon as to the
present situation and the probable future. In connection with all these questions the
importance of unanimity of opinion in discussing the subjects with the ICC authorities
was stressed, and that the matter of policy is quite important. Mr. Bunnell also made
the statement that Committee XI — Records and Accounts would henceforth be viewed
by him as one of the active organizations with which he could confer, and that he would
look to this Committee to cooperate with his Department both as regards valuation sub-
jects and to present the engineering viewpoint with respect to accounting and other
subjects in which that Department is interested; also that the functions of the former
Committee on Valuation of the Railway Accounting Officers' Association would be
assumed by Committee XI^ — Records and Accounts. An acknowledgment by the other
organizations that the AREA has a vital interest in these subjects should be a source of
considerable satisfaction to the Association. It naturally should enhance the prestige of
the AREA and Committee XI.
Annual Meeting of Highway Research Board. — The invitation to participate
in the sixteenth annual meeting of the Highway Research Board was accepted and Mr.
E. M. Hastings, Chief Engineer, Richmond, Fredericksburg and Potomac Railroad, was
delegated to function as the AREA representative. Important papers and reports were
presented, which developed interesting discussions. Among the reports presented were
the Use of High Elastic Limit Steel on Concrete Reinforcement; Special Erosion Prob-
lems, and Behavior of Motor Vehicle Drivers and Causes of Highway Accidents.
Civil Engineering Research. — The organization of the Association of American
Railroads provides for a "Planning and Research Department," the function of this
Department being, among other matters, the collection and analysis of pertinent, current
data, the making available of such information . . . for educational purposes in support
of the general railroad program." An Equipment Research Division has been set up,
its function concerning mechanical problems. During the past year it was suggested that
28 BusinessSession
a similar unit be established to deal with problems relating to maintenance of way and
structures. A special committee appointed by President Wilson made a study of the
possibilities, incorporating its findings in a report. The report of the special committee
consisted of a "Plan of Procedure — Civil Engineering Research," of which the following
is an abstract:
"1. The formation of a 'Civil Engineering Advisory Committee,' composed of
seven representatives — three from the Construction and Maintenance Section (AREA),
and two representatives each from the Signal and Electrical Sections. The representatives
of the Construction and Maintenance Section (AREA) shall be the current Chairman
and two Vice-Chairmen; the representatives of the Signal and Electrical Sections shall
be the current Chairman and First Vice-Chairman of the respective Sections. The
Chairman of the Construction and Maintenance Section shall be the Chairman of the
'Civil Engineering Advisory Committee.'
"2. The Civil Engineering Advisory Committee to cooperate closely with the Director
of Engineering Research, particularly on projects involving the Mechanical and Engi-
neering Divisions, such as counterbalancing of locomotives, boiler feedwater studies, in-
troduction of new types of motive power and their effect on track, etc., to avoid dupli-
cation and to reach uniform recommendations on problems of common interests.
"3. New projects, originating within committees of the Engineering Division, or
referred to it by authoritative sources, to be given due consideration by the Civil
Engineering Advisory Committee, as to —
(a) Whether the proposal is timely and there is need therefor; to ascertain
what studies, if any, have heretofore been made either by individual rail-
roads or by others, and whether the results obtained can be utilized in
further explorations of the subject.
(b) What is expected to be accomplished by pursuing the study.
(c) Estimate of probable time required to complete.
(d) Whether existing laboratory or testing facilities can be utilized, or whether
new scientific instruments or devices not available must be provided.
(e) Approximate estimate of the cost, to include cost of disseminating the
technical information developed to those having need of the data.
'"4. It shall be the duty of the 'Civil Engineering Advisory Committee* to recom-
mend to the Director of Engineering Research lines of research which it feels should be
undertaken. . . . Projects of a continuing character shall submit an annual budget and
reasons for enlarging or decreasing the work.
"S. Research projects involving extensive field experiments or test runs under
actual service conditions shall be carried out under supervision and with the advice of
the sponsoring committee. Bills to be rendered for the actual expense incurred by the
member road performing the work.
"6. Contact to be maintained by the Civil Engineering Advisory Committee with
Universities, Railroads, and Railroad Equipment Companies and others having laboratory
and testing facilities, for the utilization of such facDities as the need therefor arises.
"7. An Assistant Director of Engineering Research shall be appointed, who will
report to the Director of Engineering Research, and who shall by experience and training
be thoroughly qualified to direct research relating to fixed property."
The foregoing "Plan of Procedure" has been presented to the proper officers of the
Association of American Railroads. It is understood that it has been approved in
principle by the Board of Directors.
Report of Secretary 29
Dr. A. N. Talbot Awarded the John Fritz Gold Medal.— This award is
made annually for scientific achievement. The 1937 award goes to Dr. A. N. Talbot as
"A moulder of men; eminent consultant on engineering projects; leader of research; and
outstanding educator in Civil Engineering." He is noted especially for his research in
stresses in railroad track. Dr. Talbot has been awarded other medals in the scientific
field, including the Lamme award in 1932, the Henderson medal in 1931, the Turner
medal in 1928, the Washington award in 1924, etc.
Appointment of Assistant Treasurer. — At the Board meeting on March 12th,
President Wilson called attention to the desirability of designating an Assistant Treasurer,
and proposed Mr. Frank McNeills, the Assistant Secretary, for this duty. The appoint-
ment of Mr. McNeills was duly ratified by the Board of Direction.
Acknowledgment. — The loyal, faithful and efficient services rendered by the office
staff is gratefully acknowledged.
Secretary.
30 BusinessSession
FINANCIAL STATEMENT FOR CALENDAR YEAR ENDING
DECEMBER 31, 1936
Balance on hand January 1, 1936 $78,078.71
RECEIPTS
Membership Account
Entrance Fees $ 1,150.00
Dues 17,823.14
Binding Proceedings 1,936.50
Sales of Publications
Proceedings 1,227.50
Bulletins 1,457.59
Manual 259.95
Specifications 739.64
Track Plans 200.70
Advertising
Publications 629.00
Interest Account
Investments 2,377.34
Bank Balance 3.51
Premium on bonds called for redemption 250.00
Miscellaneous 93.19
Structural Pamphlets 495.00
Total $28,643.06
DISBURSEMENTS
Ordinary :
Salaries $ 8,714.00
Proceedings 4,996.43
Bulletins 5,254.87
Structural Pamphlets 468.50
Stationery and Printing 1,052.73
Rents, light, etc 832.70
Supplies 39.90
Expressage 200.99
Postage 503.80
Exchange 86.50
Committee Expense 130.53
Officers' Expenses 45.25
Annual Meeting 1,064.74
Refunds, dues, etc 16.00
Audit 225.00
Pension (A. K. Shurtleff ) 1,200.00
Social Security Act 87.12
Miscellaneous 81 .05
' Concrete Studies 50.00
Total Ordinary Disbursements $25,050.11
Excess of Receipts over Ordinary Disbursements 3,592.95
Extraordinary :
♦Manual Revision Work 9,611.86
Excess of Total Disbursements over Receipts Account Manual Revision Work 6,018.91
Balance on hand December 31, 1936 $72,059.80
* Extraordinary expenditures include the Manual Revision Work authorized by the
Board of Direction, March 14, 1935, and is properly chargeable to surplus.
Report of Treasurer 31
REPORT OF THE TREASURER
March 1, 1937
To the Members:
Balance on hand January 1, 1936 $78,078.71
Receipts during 1936 $28,643.06
Paid out on Audited Vouchers, 1936 34,661.97
*Excess of Total Disbursements over Receipts 6,018.91
Balance on hand December 31, 1936 $72,059.80
Consisting of
tBonds at cost $67,310.64
Cash in Northern Trust Company Bank 3,718.39
Cash in Royal Bank of Canada 1,005.77
Petty Cash 25.00
$72,059.80
*Total Disbursements include Extraordinary Expenditures account of Revision of
Manual Work.
t Includes $6,240.00 book value of Rock Island, Arkansas & Louisiana 4J4 pei' cent
Londs due March 1, 1934, not paid, in default.
Also includes St. L. S. VV. S per cent bonds, book value $1,319.31, interest coupons
January 1, 1936, and thereafter in default.
Respectfully submitted,
A..F. Blaess, Treasurer.
We have made an audit of the accounts of the American Railway Engineering
Association for the year ending December 31, 1936, and find them to be in accordance
with the foregoing financial statements.
E. Deming,
C. G. Rivers,
Auditors.
GENERAL BALANCE SHEET
December 31, 1936
Assets 1936 1935
Due from Members $ 2,127.50 $ 2,472.97
Due from Sales of Publications 75.00 117.95
Due from Advertising 55.00 10.00
Furniture and Fixtures 338.00 338.00
Gold Badges 32.50 37.50
Publications on hand (estimated) 2,000.00 2,000.00
Extensometers 200.00 250.00
♦Investments (Cost) 67,310.64 72,310.64
Interest on Investments (Accrued) 423.43 438.42
Cash in Northern Trust Company Bank 3,718.39 5,328.81
Cash in Royal Bank of Canada 1,005.77 414.26
Petty Cash 25.00 25.00
Manual Revision Work (Suspense) 14,411.35 4,799.49
Total $91,722.58 $88,543.04
Liabilities
Members' Dues Paid in Advance $ 4,782.50 $ 4,464.50
Surplus 86,940.08 84,078.54
Total $91,722.58 $88,543.0^
* Includes $6,240.00 book value of Rock Island, Arkansas & Louisiana 4^4 per cent
bonds due March 1, 1934, not paid, in default.
Also includes St. L. S. W. 5 per cent bonds, book value $1,319.31, interest coupons
January 1, 1936, and thereafter in default.
A
32 BusinessSession
The President: — Gentlemen, you have heard the reports of the Secretary and of the
Treasurer. What is your pleasure?
Mr. E. M. Hastings (Richmond, Fredericksburg & Potomac): — I move the approval
of the report.
(The motion was regularly seconded, put to a vote and carried.)
The President: — With reference to the list of deceased members mentioned in the
Secretary's report, the Chair requests that we stand a few moments in silence and respect
to our departed associates.
(The convention arose and stood in silent tribute to the memories of the deceased
members.)
The President:— This Association functions through the Engineering Division of the
Association of American Railroads, reporting to the Vice-President of Operations and
Maintenance of the Association of American Railroads. One of the most pleasant duties
of your President during the past year has been the contact with that office and the
cooperation he has received.
Mr. J. M. Symes, Vice-President of the Association of American Railroads is with
us this morning. It is my pleasure at this time to introduce Mr. Symes, although I feel
quite sure many of you know him. He will extend to us greetings from the Association
of American Railroads (Applause).
Mr. J. M. Symes (Association of American Railroads): — Mr. President, Officers and
Members of the American Railway Engineering Association and Invited Guests: — It is
indeed a pleasure and a privilege for me to be able, in behalf of the Association of
American Railroads, to congratulate you upon the success of your, organization during
the past year. Those ot us who followed pretty closely your activities, and that includes
our Board of Directors, are fully appreciative of the splendid work you are doing.
We have not had any difficulty in having the Board of Directors go along with
certain expenditures recommended by you, covering very important research work. We
hope that your activities along those lines will be continued and also be enlarged.
It is true that the research organization of our Association has not been developed
as originally contemplated. The matter is now under consideration. When it is com-
pleted, the Engineering Division must necessarily play a very important part in that
program.
It must be gratifying to your officers to see such a splendid attendance at this con-
vention. They have put in a lot of work during the past year, conducting the affairs
of the organization, and the members certainly owe it to them to express their appre-
ciation by attending these annual meetings.
I purposely requested that my name be withheld from any program calling for an
address. I think a frank discussion from the fioor, of the many subjects to be presented
by your committees, will be more beneficial than anything I have to say.
President Pelley regrets exceedingly his inability to be with you during part of this
convention. He has asked me to express his regrets and to wish you continued success
of your organization in the future.
Thank you (Applause).
The President: — Thank you, Mr. Symes.
We are highly honored in having Mr. Symes with us. He is in Chicago today and
will be somewhere in the South tomorrow. We are especially grateful to him for taking
the time and the effort to be with us.
Business Session 33
The privileges of the floor are extended to visiting railway officers, and to college
professors. We hope you will feel perfectly free in discussing committee reports as
presented. I also make this appeal to the younger members of the Association. Do not
feel modest. Do not spread your feelings around expecting to be hurt. Engineers are
kind. So feel at perfect liberty to say what you think. The Board of Direction is now
excused.
Gentlemen, we have a long program before us. In order to conserve as much time
as possible, it is desirable that we be prompt in our attendance and confine our remarks
to the discussion.
The first report will be that of the Committee on Standardization. The report will
be presented by Mr. E. M. Hastings, Chief Engineer, Richmond, Fredericksburg &
Potomac Railroad, the Chairman.
(For Report, see pp. 461^74.)
The President: — The second report is that of the Committee on Yards and Ter-
minals. The report will be presented by its Chairman, Mr. M. J. J. Harrison, Supervisor
of Scales and Weighing of the Pennsylvania Railroad.
(For Report, see pp. 65-92.)
The President: — Will the Committee on Shops and Locomotive Terminals come to
the platform? This report will be presented to you by Mr. J. M. Metcalf, Assistant
Chief Engineer, Missouri-Kansas-Texas Lines.
(For Report, see pp. 137-140.)
The President: — The next committee to report is that on Uniform General Contract
Forms. It will be presented by its Chairman, Mr. F. L. Nicholson, Chief Engineer,
Norfolk Southern Railway.
(For Report, see pp. 187-190.)
The President: — The next report will be that of the Special Committee on Water-
proofing of Railway Structures. This report will be presented by the Chairman, Mr.
J. A. Lahmer, Senior Assistant Engineer, Missouri Pacific Railroad.
(For Report, see page 593.)
The President: — Will the Committee on Electricity please come to the platform?
The report will be made by Mr. H. F. Brown, Assistant Electrical Engineer of the New
York, New Haven & Hartford Railroad. Mr. Brown was also elected this past year as
Chairman of the Electrical Section, Division IV — Engineering. Mr. Brown.
(For Report, see pp. 457-459.)
AFTERNOON SESSION
The President: — The first report this afternoon will be that of Committee XIII —
Water Service, Fire Protection and Sanitation. Mr. R. C. Bardwell, Superintendent
Water Supply, Chesapeake & Ohio Railway, its Chairman, will please present the report.
(For Report, see pp. 93-113.)
The President: — Will Committee XXV— Waterways and Harbors please come to the
platform? The Committee report will be presented by Mr. F. E. Morrow, Chief Engi-
neer, Chicago & Western Indiana Railroad and Belt Railway of Chicago, the Chairman.
(For Repjrt, see pp. 141-159.)
The President: — The next report is that of the Committee on Roadway. Will they
p'ease come to the platform? The report of this Committee will be presented by its
Chairman, Mr. Geo. S. Fanning, Chief Engineer of the Erie Railroad,
(For Report, see pp. 163-181.)
34 BusincssSession
The President: — The next report on the Docket is that of the Committee on Ballast.
Mr. A. D. Kennedy, Assistant Engineer of the Santa Fe Railway, its Chairman, will
present the report.
(For Report, see pp. 191-203.)
The President: — The Chair wishes to designate Mr. R. C. Bardwell and his asso-
ciates as tellers to canvass the ballots cast for the officers for the ensuing year. The
Secretary will turn the ballots over to the tellers and announcement will be made
Wednesday afternoon as to the successful candidates.
The convention will now adjourn to permit members to visit the Cofeeum and view
the exhibits, and we will reconvene again tomorrow morning promptly at nine o'clock.
WEDNESDAY, MARCH 17, 1937
MORNING SESSION
The President: — The first Committee to be heard will be the Committee on Wood
Bridges and Trestles. Will they please come to the platform? The report of this Com-
mittee will be made by the Chairman, Col. H. Austill, Bridge Engineer, Mobile & Ohio
Railroad.
(For Report, see pp. 183-186.)
The President: — The Committee on Iron and Steel Structures will please come for-
ward. The report of this Committee will be presented by its Chairman, Mr. G. A.
Haggander, Bridge Engineer of the Chicago, Burlington & Quincy Railroad.
(For Report, see pp. 301-308.)
The President: — ^The report of the Special Committee on Impact will be presented
by its Chairman, Mr. 0. F. Dalstrom, Engineer of Bridges of the Chicago & Northwestern
Railway.
(For Report, see pp. 453-454.)
The President: — The ne.xt report will be that of the Special Committee on Economics
of Bridges and Trestles. Will the Committee please come forward. The report of this
Committee will be made by Mr. Arthur Ridgway, Chief Engineer, Denver & Rio Grande
Western Railroad, the Chairman.
(For Report, see pp. 433-436.)
The President: — We are especially honored today in having with us a man who has
been most helpful to the railroads in the policy, design and distribution of the funds
appropriated by the Federal Government for the elimination of grade crossings. We are
also honored by having Mr. R. E. Dougherty, Vice-President of the New York Central
Railroad, who is Chairman of the Grade Crossing Committee of the Association of
American Railroads.
I will ask Mr. Dougherty and Mr. MacDonald to come to the platform, at which
time Mr. Dougherty will introduce Mr. MacDonald (Applause).
Mr. R. E. Dougherty (New York Central): — Mr. President, Mr. MacDonald: — I
was very much impressed by something that happened a few minutes ago. This is the
first time I ever saw Burt Leffler stopped with nothing to say.
I think, gentlemen, that perhaps we may not agree (there may be some Republicans
left in the audience) with all the policies of the present administration, but I think we
can be unanimous in the conclusion that the grade crossing policy embraces one of the
most constructive and forward-looking pieces of grade crossing legislation that has yet
been put on any of the statute books.
Business Session 35
The speaker of the morning is unquestionably the man primarily responsible, the
man to whom the railroads owe a great deal. When I first met Mr. MacDonald, some
of those that knew him said, "You will find him a pretty canny sort of Scotchman and
he will sometimes sit down with his guard up." I think lately I have found the reason
for that. He had a httle bit of postgraduate training with one of the railroads, the
Great Western, I believe, and I think, perhaps even more so than that, for a number of
years he was state engineer in charge of the highway department of the State of Iowa.
I do not know but am inclined to think that maybe Bob Ford and some of his railroad
friends gave him a postgraduate course. At any rate, gentlemen, Mr. MacDonald is a
native of Colorado. I think he spent most of his early life in Iowa. He is a graduate
of Iowa State, and for a number of years was in charge of the state highway department
of Iowa. In 1916 he went to Washington under the Wilson administration and became
associated with the Bureau of Public Roads.
In 1919 he became its chief. Any man who can last through that number of admin-
istrations, of different political beliefs, must be good.
We have found him to be a man who is thoroughly fair in all of his dealings, a
man who has a vast amount of courage and abihty. He heads a department which Mr.
Brerman and the members of our Committee have learned to know includes a number
of men with considerable ability. I shall not embarrass him by expressing myself in
detail as to how I feel, but I take great pleasure and it is an honor, gentlemen, to have
Mr. MacDonald with us. He is one of the busiest men in Washington. I present him
to you.
(The audience arose and applauded).
The President: — Mr. MacDonald, on behalf of the Association, I wish to extend to
you our heartfelt privilege of listening to you at this time. I am also proud to state
that all of the members that j'ou mentioned in the Grade Crossing Committee are
members of this Association.
(For address of Mr. MacDonald, see p. 48.)
Mr. Dougherty, have you a word to say? If not, the next Committee report will
be that on Highways. Will the Committee please come to the platform? This report
will be presented by Mr. J. G. Brennan, Engineer of Grade Crossings, Association of
American Railroads, Chairman.
(For Report, see pp. 2SS-272.)
AFTERNOON SESSION
(First Vice-President J. C. Irwin in the chair.)
First Vice-President J. C. Irwin: — As President Wilson said yesterday, we wish to
encourage discussion of the subjects that are presented, and we also particularly invite
the younger members to take part. This is a very friendly group, and everybody should
feel that it is a family affair and not hesitate to bring out any ideas he may have or
ask for any information he desires.
The Committee on Rail will now come to the platform. This report will be pre-
sented by Chairman John V. Neubert, Chief Engineer Maintenance of Way of the
New York Central.
(For Report, see pp. 215-254.)
First Vice-President J. C. Irwin:- — The Special Committee on Stresses in Railroad
Track will please come to the platform. The report will be presented by Dr. A. N.
Talbot, Professor Emeritus, University of Illinois, the Chairman.
(For Report, see pp. 455-456.)
(For Discussion on Stress in Railroad Track, see p. 674.)
I
36 Business Session
First Vice-President J. C. Irwin: — President Wilson, who is Chairman of the Com-
mittee on Clearances, has some diagrams to present, and he will present them at this time.
Mr. A. R. Wilson (Pennsylvania) : — Gentlemen, this is a rather unusual procedure.
I am going to present something now that would probably come under "New Business."
I am taking advantage of the screen and lantern because the subject can be presented a
little clearer by the use of the screen. There was received too late to be handled by the
Special Committee on Clearances, a letter from Mr. Symes transmitting a letter from the
Mechanical Division.
Last year this Association approved a clearance diagram covering an outline of
equipment and it was marked" "Unrestricted for Main Lines," The Car Construction
Committee, in their development of cars, desires to have the Clearance Committee of
this Association review that diagram and, if possible, advise them officially of a change
they desire.
The Clearance Committee has in its possession certain information which, if re-
viewed, may make it possible to comply with that request. This matter was presented
to the Board of Direction on Monday. The matter of presenting it to the Association
at this time has their approval.
What I am asking the Association to do is this: That the As:ociation authorize the
Clearance Committee to review the data in hand and if in their judgment the changes
now requested by the Car Construction Committee can be made, they be so advised
officially, the Clearance Committee to present that information to this .Association next
year, for ratification.
Specifically, they wish to change the width of the diagram 1 inch and the height of
the diagram above the rail. They also wish to have added to the diagram the infor-
mation respecting the length of the car, and whether that covers new cars to be con-
structed or cars in existence. Those two questions can readily be answered.
To indicate to the convention the dimensions desired to be changed, I will have
thrown on the screen the diagram.
The dimensions in question are both enclosed in a circle, with an arrow pointing to
them, the top one as approved by the convention, being 10 ft. 7 in. It is the desire of
the Mechanical Division to change that figure to 10 ft. 8 in.
The other figure is the dimension at the bottom of the diagram, which indicates
the distance from the top of the rail. They desire that distance to be changed to 2>2 in.
You may raise the question, which was properly raised in the Board meeting, why
were not these figures included in the original diagram? This diagram resulted from a
study of about 200 questionnaires. It will be necessary to go through these question-
naires again and develop what railroads can or cannot handle the larger dimension cars.
It may be necessary to further confer with these railroads in writing. The question is
now, will this convention authorize the Clearance Committee, if they find from the data
or further development, to state to the Mechanical Division, through Mr. Symes' office,
officially that these two figures can be changed?
Mr. D. J. Brumley: — I so move.
Vice-President Irwin: — I second the motion.
The President: — It is the distinct understanding, gentlemen, that only those two
figures will be changed in the diagram. It has been moved and seconded that the Clear-
ance Committee will have such authority to act. Is there any discussion ?
(The question was called for, put to a vote and carried.)
The President: — The Clearance Committee will be so authorized.
(President A. R. Wilson in the chair,)
Business Session 37
»
The President: — Will the Committee on Signals and Interlocking please come to the
platform? The report of this Committee will be made by its Chairman, Mr. C. H
Tillett, Signal Engineer of the Canadian National Railways.
(For Report, see pp. 205-213.)
The President: — I will ask the Secretary to read the report of the tellers appointed
to canvass the election.
Chicago, March 17, 1937
To THE Members:
We, the Committee of Tellers, report the following as the result of the count of
the ballots:
For President:
J. C. Irwin 988 votes
For Vice-President:
E. M. Hastings 981* votes
E. W. Mason 1 vote
For Secretary:
E. H. Fritch 986 votes
D. J. Brumley 1 vote
For Treasurer:
A. F. Blaess 976 votes
For Directors (three to be elected) :
F. L. Nicholson 472 votes
C. S. Kirkpatrick 411 votes
J. B. Hunley 391 votes
Frederick Mears 359 votes
J. G. Brennan 352 votes
F. P. Turner 281 votes
W. M. Vandersluis 217 votes
C. P. Richardson 212 votes
R. C. White 184 votes
For Members Nominating Committee (five to be elected):
H. C. Mann 677 votes
W. A. Murray 550 votes
G. R. Smiley 548 votes
A. H. Morrill 525 votes
C. H. Tillett 480 votes
J. B. Trenholm 440 votes
H. F. Sharpley 368 votes
R. C. Gowdy 367 votes
Geo. A. Knapp 343 votes
R. E. Warden 275 votes
Respectfully submitted,
R. C. Bardwell,
Chairman.
The President: — The next Committee to report will be that on Records and Accounts.
Will the Committee please come to the platform? The report of this Committee will
be made by its Chairman, Mr. C. C. Haire, Engineer Capital Expenditures, Illinois Cen-
tral System.
(For Report, see pp. S2S-S76.) . .
38 BusinessSession
THURSDAY, MARCH 18, 1937
MORNING SESSION
The President: — Will the convention please come to order?
The first Committee to be heard this morning is that on Economics of Railway
Operation. This Committee report was held over from yesterday.
In the absence of the Chairman of the Committee on Railway Economics, the re-
port will be presented by Mr. M. F. Mannion, Assistant to Chief Engineer, Bessemer &
Lake Erie Railroad, Vice-Chairman.
(For Report, see pp. 381-419.)
The President: — The next subject is that of Maintenance of Way Work Equipment.
Mr. C. R. Knowles, Superintendent Water Service, Illinois Central System, is Chairman,
and wjll please tell the convention what action is desired.
(For Report, see pp. llS-135.)
The President: — The next Committee to report is the Committee on Economics of
Railway Labor. The report of this Committee will be presented by its Chairman,
Mr. F. S. Schwinn, Assistant Chief Engineer, Missouri Pacific Lines.
(For Report, see pp. 355-380.)
The President :^ — Will the Committee on Ties please come to the platform? The
report of this Committee will be presented by its Chairman, Mr. John Foley, Forester,
Pennsylvania Railroad.
(For Report, see pp. 513-523.)
Mr. O. F. Dalstrom (Chicago & Northwestern) : — Mr. Wilson, this day is one of
the high-lights in your career. Today you bring to conclusion a period of sustained
effort and worth-while achievement that began over a half-score years ago when you
entered on activities in the committee-work of this Association. Since that beginning
you have carried a heavier burden each year. Each added responsibility has prepared
you for the greater ones to follow.
Your reward, in part, has been the satisfaction that you found in work well done,
in the knowledge that each task accomplished endowed you with greater strength to
meet those awaiting you. But such reward alone would be incomplete. By itself it
would be barren. There is implanted in every man the desire for the approval of his
fellow-men. Not the formal acknowledgment or praise of worth, but the sympathetic
response of the understanding heart that is recognized in the sincere pressure of the
friendly hand, in the look of confidence in honest eyes, in the unstudied gesture of
esteem and love. These rewards too have been yours in fullest measure. They have
been the inspiration of the fortitude with which you have carried on during the years
that now lie in the past. They will be with you in the wider world of action that
awaits you.
The Association now offers you a token of appreciation of your loyalty and devoted
service. Its outward form is the emblem of the Pennsylvania Railroad which you long
have served. It bears the date 1936-1937, your name, and below your name this
inscription :
"He gave generously of his time and efforts to promote the welfare and
the interest of the American Railway Engineering Association. Under his in-
\
Business Session
39
40 BusinessSession
spiring and progressive leadership its prestige has been materially enhanced
and its record of achievement maintained on the high plane of the past.
"This is a token of our affection and regard."
Mr. Wilson, on behalf of the Association, I present to you this token.
(The audience arose and applauded.)
The President: — Fellow-Members, in accepting this token of esteem, words fail
me to adequately express my appreciation. Whatever has been accomplished during
the past year could not have been done without you and your loyal support. This
is visible evidence of your expression to one who has endeavored to serve you in his
humble way. It will be a constant reminder in the years to come that it has been the
outstanding year of my engineering career.
I thank you (Applause).
The next report will be that of the Committee on Economics of Railway Location.
The report of this Committee will be presented by its Chairman, Mr. F. R. Layng,
Chief Engineer of the Bessemer & Lake Erie Railroad.
(For Report, see pp. 421-432.)
The President: — The Committee on Rules and Organization will please come for-
ward. The report will be presented by Mr. E. H. Barnhart, Division Engineer, Baltimore
& Ohio Railroad, the Chairman.
(For Report, see pp. 577-589.)
AFTERNOON SESSION
(First Vice-President F. E. Morrow in the chair.)
First Vice-President F. E. Morrow: — I will ask the Committee on Track to come
to the platform. The report will be presented by the Chairman, Mr. C. J. Geyer,
Engineer Maintenance of Way, Chesapeake & Ohio Railway.
(For Report, see pp. 475-512.)
(President A. R. Wilson in the chair.)
The President: — The next report to be heard will be that of the Masonry Committee.
Will they please come to the platform? The report of this Committee will be presented
by its Chairman, Mr. Meyer Hirschthal, Concrete Engineer, Delaware, Lackawanna &
Western Railroad.
(For Report, see pp. 437-452.)
Mr. E. M. Hastings (Richmond, Fredericksburg & Potomac) : — Mr. President, now
that the fog of discussion has been somewhat dispelled by the sunshine, and we seem
to be out of it for the time being, may we digress for just a moment and say to you, sir,
Mr. President, that this convention wishes to extend to you its thanks for the kindly,
courteous, efficient manner in which you have handled the sessions of the three days,
which have been well filled and have been enjoyed, I am sure, by everyone here.
If you agree with me, men, in extending this vote of thanks, will you please rise?
(A vote of thanks was extended to President Wilson).
The President: — ^Well, I know it is late, and I am not going to talk, but I do
appreciate the consideration the audience has given to the Chair. It has been a pleasure
to serve you men who have been with us three full days.
The President: — The report of Committee VI — Buildings will be presented by its
Chairman, Mr. O. G. Wilbur, Assistant Engineer of the Baltimore & Ohio Railroad.
(For Report, see pp. 2 73-300.)
Business Session 41
The President: — The final report on the Docket is that of the Committee on Wood
Preservation. The report will be presented to you by Mr. C. F. Ford, Supervisor Ties
and Timber, Chicago, Rock Island & Pacific Railway.
(For Report, see pp. 309-353.)
Mr. John E. Armstrong (Canadian Pacific) : — Mr. President, the most loyal and
hardest working members of this Association very frequently are of a retiring disposition.
Too frequently their accomplishments for the Association go unrecorded. In order that
in one instance this shall not be the case, I move the adoption of the following resolution:
"Whereas, The Board of Direction of the American Railway Engineering Associa-
tion decided in the year 1934 that there should be issued a new edition of the Manual
of Recommended Practices of the American Railway Engineering Association, and
"Whereas, By March, 193S, preliminary consideration of this project had indicated
that a work of the type and magnitude contemplated could not be compiled by the
Board Committee on Manual, and printed and issued by the Board Committee on
Publications within any reasonable length of time, and
"Whereas, Therefore, it was decided by the Board of Direction that it would be
necessary to engage the full-time services of a man specially qualified by knowledge,
experience, interest and ability to take direct charge of the details of carrying out the
project under the supervision of the Board Committee on Manual and the Board
Committee on Publications in their respective spheres, and
"Whereas, Such an arrangement was entered into as of April 1, 193S, with Past-
President D. J. Brumley, and
"Whereas, The new and modernized edition of the Manual of Recommended
Practices of the American Railway Engineering Association, after nearly two years of
incessant and arduous labor by Past-President D. J. Brumley, in handling not only the
work anticipated, but in overcoming unforeseen difficulties of many kinds, has now been
completed and issued in a form which reflects unusual credit not only upon Past-President
D. J. Brumley, his staff and the Special Committee on Manual, but upon the American
Railway Engineering Association; now therefore be it
"Resolved, That the American Railway Engineering Association in Annual Conven-
tion assembled, does formally record its recognition and appreciation of the unusual
services rendered it by Past-President D. J. Brumley."
The President: — It has been moved and seconded that the resolution just read by
Mr. Armstrong be approved for adoption. All in favor say "aye"; contrary, there could
not be any. It is carried (Applause) .
Gentlemen, we have been listening for three days to Committee reports. There is
one Committee, however, that has not made a report. The Committee Chairman changes
each year. It is possible, however, for that Committee Chairman to succeed himself.
That Committee this year have served your President and you well. They have looked
after your comfort, and all of the facilities you needed in this convention. They have
been quite modest, appeared to be in the background, but, nevertheless, we could not
have run this convention without them.
I refer to the Committee on Arrangements, to which at this time I wish to express
my heartfelt thanks in behalf of the Association. Mr. Mark Harrison has been serving
as Chairman this year (Applause) .
Any well organized business sets up a retirement fund. Depending on the character
of the facility to retire is the percentage set off each year. Buildings or bridges may be
retired in seventy-five years. Machines, for instance, such as welding machines, are
retired in ten years.
Man is also a machine. His time is three score years and ten. Our able Secretary,
Mr. Fritch, celebrated his seventy-seventh birthday last Saturday. I often wonder
42 Business Session
what Mr. Fritch's thoughts are each year about this time. I am inclined to think there
runs through his mind something like this: "Well, there comes another boss I have got
to break in. This is the thirty-seventh one. What am I going to be up against?"
Let me tell you gentlemen that the past year I have had nothing but the fullest
cooperation and kindly support from Mr. Fritch. It has been indeed a pleasure to work
with him.
Mr. Fritch, it is my pleasure to officially advise you now that the Association of
American Railroads' Board of Directors and the American Railway Engineering Asso-
ciation's Board of Direction have authorized your retirement on a pension, effective at
the convenience of yourself and the Board of Direction of this Association.
It is with much pleasure, Mr. Fritch, that I have been able to consummate this
retirement feature for you.
Mr. J. C. Irwin (Boston & Albany) : — Mr. President, I desire the privilege of the
rostrum.
It is hard to realize that the time has come for Mr. Fritch to retire. We have relied
so on him, it will create a strange situation, but we can rest assured that it will be
handled in an orderly fashion.
Mr. Fritch has had a long and honorable career with this Association. It is im-
possible to overstate the value of his service. Words are inadequate to express our
admiration and deep affection for him, or to say how much we shall miss him. At this
time I wish to present for the action of the Association, the following resolution:
"Whereas, Our much beloved Secretary, E. H. Fritch, has served this Association
faithfully and efficiently throughout its entire existence;
"Whereas, He has reached an age well beyond that at which men in railway service
are usually retired, and
"Whereas, He has expressed a desire to be relieved of the stress of further duty in
the office which he has so well administered; therefore, be it
"Resolved, That the American Railway Engineering Association, in convention
assembled, tenders to Mr. Fritch its hearty appreciation of his earnest and faithful
administration of his office of Secretary and of his personal interest in and helpfulness
to the individual members of this Association; records its regrets that the time has come
for the consideration of his retirement and extends to him its best wishes for his full
enjoyment of a well-earned rest."
Gentlemen, I present this resolution for action and move its adoption.
(The motion was regularly seconded and carried by a rising vote.)
The President: — Gentlemen, I declare this resolution unanimously adopted.
Vice-President-Elect E. M. Hastings: — Mr. Fritch, Ladies and Gentlemen: — There
come to us from time to time, down across the years, those things that we love to re-
member and, at the same time, there spring up in front of us those things that are out
ahead, that we love to contemplate.
So, picking from the past and taking out from its setting a few lines written of one
who occupied a little village shop:
"Each morning sees some task begun,
Each evening sees its close,
Something accomplished,
Something done;
He has earned his night's repose."
BusinessSession 43
So, then, sir, as you look back over the wonderful years of service that you have
had with this splendid Association, j'ou may have that feeling come to you, that you
have indeed earned the well-earned rest which Mr. Irwin spoke of in the splendid
resolution which has just been passed.
Down in the City of Washington, sir, fronting on Pennsylvania Avenue, there stands
one of the most beautiful buildings, architecturally, that I think has been built in this
period of intensive building in our capital city. It houses the archives of the United
States of America.
Out in the front of that building, on the Pennsylvania Avenue side, are two heroic
statues seated, each with a volume opened in front of the figure. Under the statue of
the man to the left are the words: "Study the past," and under the statue of the
woman to the right are the words: "What is past is prologue." Think about it!
I have the honor, then, in behalf of the Associaijion this afternoon, to present to you
this very beautiful plaque:
"The American Railway Engineering Association records its grateful appreciation to
E. H. Fritch, its Secretary. He built the A.R.E.A."
What is past, sir, is prologue. I believe it is a true saying. If, then, sir, the things
that are behind you in the glorious record which you have builded with this American
Railway Engineering Association are but a preface of the things that lie out ahead,
what a glorious time is in store for you as you rest and enjoy life ! (Applause) .
Secretary E. H. Fritch: — You will appreciate that it is rather difficult to make proper
acknowledgment of this tribute at this time.
It has been a rare privilege to be associated with this splendid body of men for so
long a period, and I can assure you it has been a most wonderful experience and a
glorious adventure. As you have been told, I recently passed the seventy-seventh mile-
stone, and coincidently rounded out thirty-eight years' service in the railroad industry.
I am sure you will agree with me that I am entitled to a rest from further active
duty.
I am truly grateful and appreciative of the many kind things that have been said
and the gracious evidence presented to me of your good-will. To all of you I wish the
best of health and good-luck. I thank you (Applause).
The President: — During the past year, the Board of Directors suffered by death the
loss of one of its members, Mr. Edward L. Crugar, and are presenting this resolution for
proper adoption by the Association:
"Through the untimely passing of Edward L. Crugar the Wabash Railway has lost
a capable and worthy executive and Chief Engineer, respected and beloved by hii asso-
ciates and subordinates, and the American Railway Engineering Association has lost a
Director and member whose work was always characterized by untiring and unassuming
devotion to its affairs, who:e apt and pithy suggestions were the means of progress and
whose kindly and thoughtful ways always made friends of those fortunate to be in his
company.
"Now, therefore, we, the American Railway Engineering Association in convention
assembled do hereby express our feeling of loss and deep regret, and we extend to Mr.
Crugar's family our earnest wish that the knowledge of the regard in which we held
Mr. Crugar may in some measure at least assist in easing their sorrow."
Signed, W. J. Burton,
A. F. Blaess,
H. R. Clarke,
R. H. Ford,
J. V. Neubcrt,
Special CommiUee.
44
Business Session
(
^r^ THE AMERICAN ^^^
W^ RAILWAY ENGINEERING ^
J ASSOCIATION 1
RECORDS ITS GRATEFUL APPRECIATIDH TO '
> E.H.FRITGH ';
L ITS SECRETARY! 906 -1 937 k
^^ HE BUILT THE ^
1
Business Session 45
What is your pleasure?
(Upon motion regularly made and seconded, the resolution was adopted.)
The President: — I declare this the unanimous action of the convention.
Will Mr. Fritch please read the result of the election of officers for the ensuing year?
Secretary E. H. Fritch: — The officers elected for the ensuing year are:
For President: J. C. Irwin.
For First Vice-President: F. E. Morrow.
For Second Vice-President: E. M. Hastings.
For Secretary: E. H. Fritch.
For Treasurer: A. F. Blaess.
For Directors: F. L. Nicholson, C. S. Kirkpatrick, J. B. Hunley.
For Members of Nominating Committee: H. C. Mann, W. A. Murray, G. R.
Smiley, A. H. Morrill, C. H. Tillett.
The President: — I will ask Past-Presidents Brumley and Yager to escort Mr. Irwin
to the platform.
(President-Elect Irwin was escorted to the platform.)
The President: — Mr. Irwin, you have been elected to the Presidency of one of the
outstanding railway engineering organizations in the country. You are well-qualified for
the position and trust that has been imposed upon you.
You and I have worked side by side for many years in this Association, and it is
a keen pleasure and honor that I have in passing this gavel over to you. May your
administration be one of success. I am confident that at the end of the next year it
can be said, "Well done, good and faithful servant" (Applause).
(President-Elect Irwin assumed the chair.)
The President: — Mr. Wilson, I accept this gavel with a full sense of the honor and
also the responsibility of the high office which it symbolizes.
It has been a great pleasure and a privilege to work with you during the past year,
and I look forward to having your cooperation and company during the years to come.
I congratulate you, sir, on your very successful administration (Applause) .
Gentlemen, when a man attains this high office with which you are honoring me,
he cannot fail to be impressed with the distinction of being chosen by the representatives
of all American railroads. It is indeed, as has often been said, the highest office in the
field of railway engineering. It makes a man feel humble in being chosen for such an
office, but it also puts him on his mettle for future service.
It seems a pity, when one man is raised to this office, that there is not room for
more Presidents. When one is chosen, there are sure to be several just as deserving,
who have not had quite the breaks at the right time. In my case, the Association has
given me a wealth of opportunities for service as Chairman of Standing Committees and
Committees of the Board, in which I have had the cooperation and companionship of
the men, first on the Committees themselves, and later the friendship and support of
the whole Association, so that you have brought me to this very high office.
The President of the Association has the support of a strong Board. The Consti-
tution is so framed that we are very sure of having that support. We are sorry this year
to lose those men who are retiring on account of the completion of their term of service,
but we are welcoming those members who will strengthen the Board with new blood.
I particularly wish to express my appreciation of your confidence in me and assure
you that I feel my full responsibility to you. Aside from the Board, I want to say that
the Standing Committees are the backbone of this Association. No matter who may be
the President or whatever the personnel of the Board, it is the Standing Committees on
46 BusinessSession
which we rely, and their reports are a revelation each year for the importance of the
material which they develop.
You gentlemen who are on Committees now will soon be coming up to the Board
and to the office of President, and I look forward to seeing you progress, and stand
where I am now. I wish you all a very successful year (Applause) .
Dr. Hermann von Schrenk (New York Central) :— Mr. President— Mr. ex-President
and Mr. New President: — I feel highly honored in being the first one to address the new
President formally.
Mr. Irwin (Jim Irwin, to us) I have the great honor today to represent the New
York Central System, T. H. and B., and Rutland Railway Engineering Committee. At
their request I am about to hand you a slight token of appreciation as one of our
family.
I notice Mr. Wilson gave you a gavel. We also have one, but before giving you
this gavel I want to justify the things I am going to say about the gavel. I notice that
the gavel Mr. Wilson gave you did not carry with it any specifications as to its historical
or morphological character. We are very much prepared to do so for this one. I think
possibly I had better give you the gavel first, and then you will understand the signifi-
cance of what I am about to say.
This, sir, is a gavel which is, I should say, about 102 years old. It was cut from a
white pine stringer which formed the longitudinal support of the early strap rail on
one section of what is now the Syracuse Division of the New York Central System. It
was cut from a noble white pine tree (and you cannot disprove it) possibly not very
far from the .Adirondack camp of the new President, at Big Moose. Possibly the young
pine trees on your summer camp, sir, may have come, if not from the tree that made
this stringer, at least from one of its coevals of the same period.
I feel very, very positive as to the history of this pine stringer and also of this
gavel. You know, this is a day of research. We have gone through the archives of
the New York Central Railroad in New York to determine where that stringer came
from, but not being satisfied there, the New York Central Engineering Committee has
had examinations made, microscopically, ecologically and morphologically, of that gavel,
I will have you know.
I came here to testify to the fact that that is a white pine gavel of the age of one
hundred years or more, the rulings of the Interstate Commerce Commission as to
depreciation notwithstanding.
The significance of the gavel, sir, with respect to you (we think of the President of
the Association, gentlemen, as Jim Irwin) is of such character that I had prepared quite
a lengthy talk, but the hour being so late, I will simply confine myself by saying this:
We have known you many years on our railroad. We have appreciated the forceful
nature of your work, your persistence, above all, your executive ability and your
imagination.
While I am not ready to say that your past record, as far as age is concerned, is
equivalent to the pine tree that made that gavel, we at least feel that the qualities of
the noble white pine which, among all timbers, is the one timber that has stood the test
more than anything else, are of the character which you have manifested so many years,
and we wish to congratulate, first of all, the American Railway Engineering Association
in that they have obtained the service of a person like yourself, and again yourself, and
wish you God-speed (Applause).
The President: — Gentlemen, you realize what a great surprise this is to me and what
a wonderful thing it is to have this tribute from my own railroad system and presented
Business Session
47
by my friend of many years, Hermann von Schrenk. We do not bother calling each other
"Doctor" or "Mister;" it is "Hermann" and "Jim."
As 1 look at this, one thing surprises me; I would expect to see it fully treated with
approved wood preservative. Dr. von Schrenk says that it is not neccssarj'. It is a
very handsome gavel and v/ith its historic associations it is priceless. I hope that you
will all take a look at it b?fcrc you leave the room.
Hermann, I shall value this very highly especially as it came from the locality
where I started to work on the New York Central, and the original timber came from
a region of which I am very fond and which I have haunted for the past generation or
£0, the great forests of the Adirondacks. I thank you most heartily. I appreciate the
gift and the thoughtfulness that prompted it. I hope that you wDl carry this word back
to the Engineering Committee of the New York Central System (Applause).
Are there any other resolutions to be presented? Is there any other business?
There being none, the thirty-eighth annual convention of the American Railway
Engineering Association is declared adjourned.
Secretary.
ADDRESS OF THOS. H. MacDONALD, Esq.
In common with all of you, I have sometimes been asked, after attending a meeting,
"What did the speaker talk about?" and have found myself rather puzzled to express
a very concrete idea of just what the speaker did talk about. Perhaps, in common with
all of you, I felt at times the Engineers have been too modest. In an attempt to do the
day's work well, they forget they would be frequently in a position to be more effective
leaders in advancing our present-day culture if they were a little more aggressive in
stating their convictions and insisting upon them. So the tenor of my talk is the respon-
sibility of the Engineer to develop sound public policies and to insist upon such policies
in an aggressive way, particularly as affecting the field of transportation.
There is one other point. I would feel remiss if I did not express the opinion that,
in the world of conflict in which we seem to live today, a sound thinking person ought
to be directing his efforts toward peaceful relations. This does not imply the acceptance
of conditions as they exist but the directing of efforts toward the establishing of peaceful
conditions. Certainly out of destructive conflicts can come no great gain.
The coordination of transportation in all its phases has been given the rank of both
an ideal and a major objective of governmental responsibility. Much has been said con-
cerning the ways and means of accomplishing this desirable coordination, but many of
these advocated policies are directed toward existing conflicts and do not result in con-
structive effort since their foundation is in disagreements. There are so many construc-
tive things that may be done where all transportation interests are in harmony that
through these would seem to be a more productive approach, with the probability that
when progress is made in these constructive phases many conflicts may automatically
disappear or be materially mitigated.
The heritage of the past apparently imposes too strong restrictions upon our think-
ing into the future. Experience may be a great teacher, but only in the event that the
precepts are sound. In a very few years the transportation world has changed in a
degree beyond the expectation of any person, especially those who have been most closely
identified with the many and diverse developments.
Before the world went topsy-turvy and plunged civilization into a chaotic struggle
where the wealth accumulated by nations was destroyed almost over night, the normal
economic developments handicapped with insupportable burdens and the natural flow of
trade and commerce painstakingly built through the generations wholly upset by arti-
ficial boundaries and customs reprisals, the principle was reasonably established that
where transportation costs are lowest, wages are highest. Even under conditions today
this principle seems to prevail with such exceptions as may be accounted for by influ-
ences growing out of the world conflict. If we accept this principle as ruling, all of
us who have to do with transportation are given a charter that raises our efforts above
the commonplace and endows them with a reflex upon the public welfare that becomes
an incentive beyond the natural desire to do the day's work well. It is in this spirit
that I am presenting some aspects of common interest to railway and highway trans-
portation. It will doubtless be accepted that the more efficient transportation as a whole
becomes, the greater asset the nation possesses, and the better position it occupies to
compete with the world, while at the same time constantly raising the standards of .
living for our people generally.
48
Address of Thos. H. MacDonald 49
There is a vast accumulation of laws, customs and attitudes of mind which are the
product of the long years during which railway transportation as a nationwide service,
was, in a major sense, a monopoly and which now greatly confuse the solution of trans-
portation problems. This point is well illustrated by the State laws and traditions gov-
erning the payment of the cost of railroad-highway grade crossing eliminations. Although
there is a wide discrepancy between the legal requirements in force in the different States,
it is reasonable to estimate that the average minimum assessment upon the railroads is
one-half of the cost of such improvements, but protection and warning devices are
wholly at the expense of the railroads.
Perhaps the first major recognition by the public of the changed conditions of
transportation and the realization that the railroads are an asset to be conserved, rather
than a monopoly to be curbed, came with the provision in the Federal highway legisla-
tion that permitted the construction costs of grade crossing improvements to be paid
wholly from public funds. While it may be said that this departure from estabUshed
custom grew out of the emergency necessity to provide employment of sound character,
nevertheless its acceptance by the public without adverse criticism indicates the distance
that public thought has traveled in its willingness to deal fairly, and as conditions now
exist, with the railroads. In this, certainly the traditions of the past have been denied
by a recognition of actualities and a willingness on the part of the public to meet these
fairly. If we can hold to the thought of efficient transportation in whatever form as
a national asset, the debate as to meticulous methods of assessing costs of improvements
which add to the efficiency and safety of transportation, loses force. The important
point to the public is that these improvements shall be made.
How much better the new plan is working is well attested by the actual results.
From the time the Federal highway program was established in 1916 until 1933, a period
of 17 years, there have been eliminated on the Federal aid highway system 6,000 grade
crossings, and of these 4,650 have been accomplished through the relocation of the
highways.
The first authority to carry the whole construction costs of such improvements
from Federal funds was given in July 1933. Under the provisions of the National
Recovery Act of 1933, 697 grade separations were constructed and 706 grade crossings
were protected by automatic warning devices. In 1935 funds were made available
specifically for work of this character and under this authorization a total of 854 grade
crossings have been eliminated, 881 ehminations are under construction and 371 are
programmed for construction, a total of 2106. In addition, 343 existing grade separation
structures are being rebuilt and protection with automatic warning devices of 1204
crossings has been accomplished or provided for. Thus in a period of 3^ years, 3,146
crossings have been eliminated, including the rebuilding and reconstruction of the 343
obsolete and dangerous crossing structures, and a total of 1910 standard protection
signals have been provided for or actually installed.
This achievement is notable in itself, but it should be of more importance that this
program has brought together the railway and highway officials and Engineers in a
cooperative undertaking that has not only accomplished these immediate results, but has
remarkably fine implications as to an intelligent and willing attack upon other problems
of coordination in the future. Certainly the highway officials may be placed here upon
record as desiring the most efficient railway transportation that can possibly be secured
and are wiUing to devote generous efforts to this end.
Planning surveys are rapidly developing the information that will not only obtain
the number but will enable an adequate classification of existing railway-highway grade
crossings to be made.
50 Address of Thos. H. MacDonald
It i? only the repetition of axiomatic knowledge common to those in the railway
;ind highway field, that we are certain to have for many years a very large number of
grade crossings. That this statement may at once be understood by the public, it must
be emphasized here that numerically the crossings in the lower classifications as to com-
bined traffic importance are greatly in excess of those in the higher classifications. Upon
these latter of most importance, the available improvement funds must first be used.
Since so many of these crossings will be continued in service, there must be better cross-
ing proLeclion devices which can be installed in large numbers and which must neces-
sarily have a low cost range. There are promising developments in this field of simple,
cheaply installed devices, in which the element of protection offered may be greatly
increased over the standard cross-arm alternating light by providing in addition automatic
gate arms.
In the European countries a very large number of the railway-highway intersections
are at grade. Universally these are protected by gates, usually manually operated. The
gates may be across the highway or across the railway, and quite generally each one
seems to be in charge of a family which lives in a cottage at the site. The gates them-
selves are light and not strongly designed, but they have the essential quality of placing
a barrier across the highway during the period of the passing of a train, and quite fre-
quently for a considerable time before. I have had the experience in driving on a high-
v/ay which intersected a railroad at frequent intervals of not being able to make
sufficient time between the crossings not to be stopped at each gate, even though the
freight train was being operated at a slow rate up a fairly heavy grade. Evidently the
drivers on European highways accept the idea of waiting a reasonable time for the trains
to cross, in contrast to the all-too-prevalent willingness in this country to risk life in a
race for the crossing.
It is probably true that without significant exception the drivers, if the decision is
definitely made by interposing a gate arm between the traveled way and the tracks, will
not only obey but will have a great feeling of relief that they are driving safely. The
interposing of a gate is of particular importance where there is more than one track,
and by proper design of reflecting lights on the gate arm the hazards of night driving
are materially reduced by the barrier of warning lights across the traffic lanes.
This discussion must not be construed to temper the determination to do away with
all grade crossings by elimination as a goal, but rather to make more effective the pro-
tection of crossings that we know cannot be reached for sometime.
The planning surveys will serve another function of first importance by providing
the data in definite form which, through careful study, will make possible the formula-
tion of a program of elimination of grade crossings on a scale more extensive than has
yet been contemplated. The Interstate Commerce Commission reports at the end of
1935 234,000 existing grade crossings. At the rate of net elimination of the previous
three years, approximately 1200 annually, it would require 190 years to wipe out grade
crossings. It is apparent that an additional attack on an extensive scale and along new
lines must be undertaken. For example, take the great Mississippi River basin in which
there are hundreds of thousands of miles of highways that are crossed by the railroads,
many of them of trans-continental importance. All who are familiar with the number
of grade crossings in this area know that it will be possible by re-arrangement and by
the building of short fines of roads parallel with the railroads, to concentrate a number
of crossings at one point, which will justify an under or overpass, and in many cases
making use of existing railroad structures. The application of careful planning will per-
mit the closing of a large number of these grade crossings without serious handicap to
the public and, through the greater safety provided, will amply justify this course.
Address of Thos. H. MacDonald 51
«
The President has expressed the ideal of eliminating from these fast through rail
lines ail hazards due to grade crossings. To accomplish this on the extensive scale desir-
able, we must look to the intensive planning study which will be immediately possible,
since these surveys are now rapidly maturing in a large number of States. The actual
possibilities inherent in a vigorous, intelligent attack on the problem of a very large
number of existing crossings that is new practicable, will result in doing away with
many of these crossings at a minimum of expense, provided only we can retain and
extend the cooperative entente between the railway and the highway representatives.
The removal of each open crossing, however unimportant, must be a distinct gain
to the railways in safety of operation for their fast trains, particularly those of the new
light type, and as a corollary a decrease of hazards to the public, both for those who
use the railways and for those who use the highways. The advantage to the railroads
is only a concomitant to the public interest, which is the objective to be served. It may
be repeated here that where this objective is accomplished, the exact division of costs
becomes unimportant both in theory and in fact. Considerable attention is devoted in
this paper to this problem of grade crossings which while important in itself, becomes
more important if considered as the establishment of competent working relationships
between the railways and the highways. This is a rather brief statement of the charter
under which the Bureau of Public Roads is working today. It is not the intention to
exclude other types of transportation either, but it is always well to begin where we can
make definite progress.
In this field of planning the grade crossing problem is only a start. When we con-
sider the floods which have occurred during recent months in the Ohio River valley, and
the interruption to transportation both rail and highway, and the cost of the rehabili-
tation and reconstruction of both railways and highways, it extends the field of coopera-
tive effort for the protection of transportation and the guarding against loss due to the
same recurring causes to the whole field of flood protection. We have too long regarded
the protection of highways and of railways against disastrous floods as separate prob-
lems. The destruction loss is always greatest in narrow valleys where the highways and
railways occupy the same limited area, and where they frequently parallel each other
for long distances.
The potential field for cooperation in matters of major import extends further. One
of the problems which has ever confronted railway engineers is the maintenance of a
smooth track under the impact of moving loads. The distortion of our modern railroad
beds under the weight and speed of heavy locomotives has demanded constant increase
in the weight of rails and the cost of the remainder of the track construction. The
impact is directly affected by roughness, and after roughness develops its rate of increase
is accelerated. The highway engineer has been faced with the same problem, but unfor-
tunately it is a long and difficult operation to realign and bring to true grade a roadway
surface. The problem has had to be attacked from the angle of prevention, and after
a long, exhaustive study the influence of soils has been defined, and it may now be said
soil control has been put upon a basis approaching real mastery. This final objective
is not yet quite reached but it will be and within the Hmitations of practicable costs.
The principles developed will be applicable to the problems of the stabili^tion of the
roadbeds under the rails as well as those under the highway surfaces.
I noted on the program or in the Bulletin, mention of the treatment of wood. The
highway engineers are very much interested in the subject of wood preservation, in which
the railroads have had much longer experience. It is a field in which railway practice
can be of great benefit to the highways. This is all directed toward the point, that
transportation, as far as the public is concerned, is an entity, regardless of the form it
52 Address of Thos. H. MacDonald
takes. Whatever we are able to accomplish in economics in any transportation field
reflects the advantage back to the public.
As a comment upon some minor difficulties which have developed, it may be helpful
to suggest the point of view of the public o^fficials.
In the expenditure of all public funds there are a number of principles which must
be observed that do not so unequivocally apply to the expenditure of private funds. One
of these is that the terms of purchase proposals must be adjusted to provide competition
and to permit all those who are reasonably in a position to supply either equipment or
materials, or to undertake contracts, to submit bids.
There have developed some rather highly specialized fields in equipment and mate-
rials particularly for protective devices, in which the number of those who desire to
compete is limited, and it might at this time be argued that only these are in a position
to furniih the equipment or perform the services needed. This may be true, but it is
necessary to fix the requirements of the proposals in such a way that they would not
prevent others coming into the field. During the short period of operations under
present legislation we have had widespread methods of taking bids, between proposals
which specify the items in great detail and those for which only a lump sum bid was
submitted.
The Bureau is now engaged upon a grouping or classification of materials which
will enter into the grade crossing improvements for which bids will be required in suffi-
cient detail to disclose intelligently the unit prices, which we hope will reasonably
standardize current practice.
The decision of the Administration to continue the appropriations for grade crossing
elimination on the same basis for the fiscal years 1938 and 1939, so far as we are able
to determine, has met universal approval. I am expressing here the hope that it will
become a pubhc policy that will continue into the future as long as necessary. The
re\iised rules and regulations which were issued to cover the future program, while
adhering largely to those previously in effect, have endeavored to cover such changes
as experience has dictated to be desirable. Minor points requiring definition are covered
in the instructions issued from time to time, rather than in the rules and regulations.
There is only one point upon which it seems desirable to make comment here. In
the previous programs the division of the appropriations between the railroads in each
State was based upon the relative miles of main line track. A number of situations arose
where it was impossible to reach important crossings because of this division of the
funds. It was also evident that if the same policy were continued the number of im-
portant crossings which could not be reached would be increased. For these reasons,
while continuing in the main the division between the railroads upon the same mileage
ratio, exceptions have been provided to make possible the use of funds for improvements
having a high priority even though the allotment of funds to a particular railroad would
be increased. In a few cases previously there was vigorous insistence upon adhering to
an exact division of the funds between the railroads. On the other hand, there were
numerous instances of a most generous attitude on the part of the railroads, when it
became evident that improvements in which they were particularly interested could not
be immediately undertaken, in agreeing to important work elsewhere.
The remarkable results which already have been secured have been through the
combined efforts of the railroads, the States and the Federal Government. We can con-
fidently expect equally desirable results to come in other fields such as flood control
where necessary to protect against losses and provide for continuity of operation of
transportation lines. The field is open through cooperative effort to secure at minimum
cost the elimination of a tremendous number of unimportant grade crossings by careful
Address of Thos. H. MacDonald S3
planning. That will require much public education and will not be easy to accomplish.
In the rules and regulations for this year we have made as mandatory as we can enforce,
the provision that where a crossing is improved and elimination provided, the previously
existing level crossing must be closed. In a large way this discussion is intended to point
the way through practical undertakings to coordination of transportation agencies, and
the eventual elimination of undesirable competition.
It would not be proper to close this paper without giving credit to the committee
established by the railroads to cooperate with the States and the Bureau of Public Roads
in the development of the grade crossing program. This committee, composed of
R. E. Dougherty, Vice-President of the New York Central Lines; W. D. Faucette, Chief
Engineer of the Seaboard Air Line Railroad; Robert H. Ford, Assistant Chief Engineer
of the Rock Island Lines; G. W. Harris, Chief Engineer of the Santa Fe Railroad; R. J.
Middleton of the Milwaukee Railroad; W. D. Wiggins, Chief Engineer of the Pennsyl-
vania Lines; and J. G. Brennan as Contact Engineer, have devoted generous time and
intelligent application to every detail of the work, and are to be given full credit for
suggestions based on their wide experience in meeting the problems of administration
which have been handled with the minimum of friction and disagreement. As far as
we are concerned in the Bureau of Public Roads, we hope the Railroad Association and
this Engineering Association extend the functioning of the committee to other fields of
cooperative effort. The engineering departments of the railroads and the State highway
departments have worked almost as one organization to produce results which are now
becoming widely apparent as tangible assets contributing to the public's convenience
and safety. I regard coordination of this character definite, large scale and accomplished
with economy, as genuine coordination which we hope has only just begun.
THE BEST PHILOSOPHY OF LIFE
By Hon. Harold B. Wells
Judge, Court of Errors and Appeals, State of New Jersey
Address before the American Railway Engineering Convention, March 17, 1937
Allen Wilson of Bordentown wants to make this a Bordentown day. I am very
glad to make a contribution, such as it may be, but he has placed you in the position
of that man who married the girl from the Wanamaker Store. He was a confirmed old
bachelor, a uoman-hater. His pal, with whom he had been accustomed to travel, had
gone South on a business trip of some three months' duration, and when he returned he
learned that Tom, the old bachelor, the woman-hater, had gotten married in his absence.
He met him on the street one day and said to him, "Tom, they tell me that since
I have been away you have gotten married. I was never so surprised in all my life.
I never supposed that anywhere on the face of the earth there was a woman who
would suit you. Tell me, how did it happen?"
He said, "It happened this way. I used to do all my shopping up at the Wanamaker
store, and one of the girls at one of the counters waited on me so politely that, when-
ever I went to Wanamaker's, I would stop at her counter and say a few words. One
day, rather backward, I got up my courage and asked her to go to lunch. She
accepted the invitation. Another day I took her to dinner, and another day I took her
to a show. To make a long story short, we got married."
"Tell me, how are you getting along together? How does she suit you?"
'Well, I will tell you, I think I could have done just as well at Gimbel's."
I am of the opinion that Allen Wilson, instead of coming down to the country town
of Bordentown and taking me from the quiet and retired life and placing me amidst
the glare, glitter and glory, would have done just as well elsewhere.
I tell you I am tempted to strike for home and the country town of Bordentown
just this very minute. Don't you make any mistake about that, but it looks to me to
be impossible.
A man had imbibed more freely than wisely of a liquid refreshment, before the
days of prohibition, of a greater alcoholic content than one-half of one per cent, and
he found it necessary, for his comfort and support, as he wended his way home, to
cling to a friendly lamp-post. As he clung to it and swung from it, he looked up and
across the street he saw a motion picture house, and aicross the front of it in large
electric letters were these words, "Home Sweet Home in Five Reels", and he said, "Hell,
it can't be done." So I have got to stagger through this speech somehow or another.
I just don't know how.
I used to go to Sunday school when I was a boy, and I hope you did, and I still
do, by the way. There is one thing I could never understand, and that was at Christmas
and. Easter, on the program of recitation and song, why it was necessary to have an
address by the superintendent or remarks by the pastor. The rest of it we could stand
and we did stand, but why inflict that upon us?
Since I have grown up, I, for the life of me, have never been able to understand
why at a luncheon or a banquet or at a dinner, where you are all gathered together
in a convivial spirit, it was necessary to bring someone in to punish you and to torture
you. You are here for a good time and I am here to see that you don't have it.
Shortly after the World War, ex-President Taft was invited to make a speech in
the Middle West. Sitting with him on the same platform was the captain of Marines
of the American Expeditionary Forces. He had been wounded in action, decorated on
54
The Best Philosophy of Life 55
the field of battle. He was advertised to speak at the conclusion of the ex-President's
address. The ex-President spoke at great length. The audience came out to hear him,
and just as soon as he finished his speech, they arose from their seats and began to
leave the building through all the exits. The chairman of the meeting, in much
excitement, rushed to the edge of the platform and said, "Come back here, come back,
every one of you, and take your seats. This fellow went through hell for us during
the war, and it is up to us to do the same thing for him now.'
I didn't endure anything for the Railway Association during the war, but it is up
to you to endure until the end of this speech. I don't know just why I have been
brought here. I know absolutely nothing about railway engineering, nothing whatever.
I was brought up on the Kinkora Branch of the Amboy Division of the Pennsylvania
Railroad. That is where I got my experience, and you can judge how much I must
know about it. We never had any cowcatcher on the front of the engine. We never
overtook a cow. They put the cowcatcher on the back of the train to keep the cows
from strolling in and biting the passengers.
We had a fellow by the name of Joe Scroggy as a conductor. They had taken
him from an ocean-going tug. He had a remarkable record. For thirty years he rode
up and down on that road and was only seasick once. Jobstown, being the site of the
great Lorillard stock farm (now owned by Mr. Sinclair) is on the Kinkora Branch.
A business man of New York got on the train at the Jobstown station. He was all
dressed up, high hat, frock coat, dirty-shirt cover — I mean a puffed tie. We used to
call them dirty-shirt covers. He had yellow spats over patent leather shoes. He was
exceedingly anxious to make his connection for New York at Kinkora, for a business
engagement in New York.
As Joe Scroggy came down the aisle taking up the tickets, this man, with watch in
hand, said, "Mr. Conductor, can't you make any better tune than this?"
"Yes, I can, but I've got to stay with the train."
So those of you who expect to learn anything whatever from me about railway
engineering or anything along that line had better leave now before the doors are
locked, and they are going to be locked pretty soon.
A new policeman in New Jersey was instructed by his superior that he must
report ever>'thing that occurred on that beat to headquarters and make his report in
writing. One day he discovered a dead mule at Kosciusko Street in Jersey City. He
went in to make his report. He was getting along all right until he came to the word
"Kosciusko."' He couldn't spell it. He said, "Sergeant, how do you spell 'Kosciusko'?"
The sergeant said, "It is your report. You do your own spelhng."
He tried but was unsuccessful. He again appealed to the sergeant and said, "Give
a fellow a break. Do you spell 'Kosciusko' with a 'K' or with a 'C'?"
The sergeant said, "You took the civil service examination in Jersey City. You are
supposed to be able to spell the name of every street in Jersey City. Make out your
report."
He tried again, but no result. He finally grabbed his hat and started out. The
sergeant said, "Where are you going?"
He said, "I am going to drag that damn mule over to Third Street so I can make
out this report."
He made out his report all right.
My topic is "The Best Philosophy of Life." I thought I would select something
heavy for this occasion. It may cave in on me, it is so big, but until it does I am
going ahead with it.
56 The Best Philosophy of Life
Seriously, you and I must have a philosophy of life. Day by day, consciously or
unconsciously, we are developing a philosophy of life, and that philosophy of life is
going to decide our destiny. It is going to determine whether we are to be a success
or a failure in life. What is your philosophy of life?
Twenty-four hundred years ago it was — I'll admit that is a long ways back to start
a speech, but my train doesn't leave until four o'clock.
There was a colored boy, and he was of the American Expeditionary Forces. He
was in the front-line trenches in France and became panic-stricken over there. He
dropped his gun and ran just as fast as he could and just as far as he could. When he
had run a great distance, someone yelled, "Halt! Where are you going?"
"Boss, I've done been fighting in the front line, and the bullets got whizzing by so
fast and the shrapnel was bursting so close, I'm done running to save my life."
"Do you know what that means? Look at me. Do you know who I am?"
"I never saw you before in my life."
"I am the Colonel of this regiment."
He said, "My God, am I back that far?"
Twenty-four hundred years ago Socrates was walking the streets of Athens, talking
to doctors, lawyers, merchants and princes. They marveled at his philosophy, which
was summed up as follows: "Know thyself." That is a great philosophy, summed up
in those two words.
You know a lot about railway positions, you know a lot about cost-plus, depre-
ciation, stocks and bonds and whatnot. I wonder if you know anything about the
most important subject on the face of the earth that you should know all about. Do
you know yourself? Do I know myself?
If you are in the mercantile business, even the railroad business, or banking busi-
ness, you have to take an account of stock to see whether you are going forward or
back. Have you ever sat down and added up your assets and subtracted your liabilities
to see whether you are a minus or a plus or whether you are a cipher with the rim
rubbed off, less than nothing?
Someone said:
I believe in taking stock
Every morning by the clock.
Finding out just how I stand,
How much soul I have on hand;
How much nerve to meet the day,
How much courage for the fray,
How much heart I have to spare.
For my grieving brother's care.
How much love and charity,
How much human sympathy;
What indeed do I control
In the assets of the soul?
Do I know myself and my speech? Do I talk too much? My wife says I do.
Do I say anything when I do talk? Those who hear me say I don't. Tom Skillman
told Allen Wilson that was the case, that he had heard me speak at Titusville recently
and when I got through neither he nor any one else knew what I had said. I am not
speaking of that kind of a speech. I mean when I am in my home, in the street, in
the office, is my speech seasoned with the salt of human kindness or does it drop like
gall and bitterness into the lives and hearts of people?
Am I a tale-bearer? Am I a gossip-monger? One girl said to another, "You
can't believe everything you hear."
"No, you can't," replied the other, "but you can repeat it."
The Best Philosophy of Life 57
I wonder if you are repeating it. The tongue can be the most terrible instrument
of human torture. It can tear down; it can build up. It can make for happiness or
woe. Watch your tongue!
Someone has said, "To speak wisely may not always be possible but not to speak
ill of one requires only silence.
If you have become acquainted with your tongue and know what it is doing, you
could save a lot of anxiety. You could also do a lot of joy-bringing into the lives of
others.
Do I know myself in my looks? You say, "The longer that fellow talks, the
crazier he talks." Why couldn't you have had somebody from New York or some
place else besides Bordentown? What difference does it make how a person looks?
All the difference in the world, because that which is going on in your life is leaving
an imprint on your face. An expert can look into your face and tell you (and some
of your faces ought to be looked into, by the way) exactly the kind of a life you are
leading, exactly the kind of a philosophy you are developing.
Do you think you look like that last photograph you had taken, when you had
your hair all laid down and your face lifted up and the photographer told you to look
pleasant and then said to himself and "then resume your natural expression?"
What is my natural expression? Not when I am looking in the mirror or glass,
that is artificial. But in my office, in my home, on the street, as I am walking up and
down, is my expression sweet, kindly or benevolent, or does it register that which is
within me, jealousy, meanness, envy?
Mr. Stanton of Abraham Lincoln's cabinet once refused to meet a man because,
he said, "I don't like his face."
"Mr. Secretary," said a friend, "that is not fair. A man is not responsible for his
face."
The Secretary said, "Every man over the age of forty is responsible for his face."
Sometime ago I ran for a political office before I went on the bench in New Jersey.
In order to give the natives a treat and enable them to decide intelligently the issues
of the campaign, I had my photograph taken to post upon trees and to scatter on cards.
When I got the pictures, I was as mad as a hornet and I rushed to the photographer
and said, "Look at this photograph. I look just like a monkey."
He said, "You ought to have thought of that before you had your picture taken."
Watch your face, man, lest you get that monkey look. It comes from monkeyshines.
Do I know myself in my destination? Do you know where you are going? There
are two questions that confront each and every one of us: First, where am I going?
Second, how am I going to get there?
I could have come out here a dozen different ways, but there was one thing I had
to have before I could reach Chicago, and that was a made-up mind as to my destina-
tion, and as to that I couldn't afford to do any mental wobbling or I would have been
over in Detroit.
I took a trip on the Steamer Toloa of the Great White Fleet. The first port we
were to reach was Havana. When we struck a point just opposite Cape Hatteras, we
had a storm of some twenty-four hours' duration, and so terrible was the storm that
we had to throw the cargo overboard. I threw mine over early, as a matter of fact.
I was impressed by day and by night, in fair weather and foul weather, of this one
fact, and the chug, chug, chug of the engine reminded me of it, that we had a destina-
tion. We had a pilot; we had a compass; we had mighty engines, and though we
were only making four and five knots per hour for twenty-four hours, the bow of that
boat was ever pointed toward Havana, and we ultimately reached Havana.
58 The Best Philosophy of Life
So it is with life, if you have a destination, know where you are going, you have
a pilot and a compass and you frequently take your bcarines, and you have the chug,
chug, chug of a mighty purpose pushing you on. Friends may betray and enemies may
harass you but you will ultimately reach your destination. Why did Christopher Co-
lumbus discover a greater country than he ever dared hope to discover? Read his log:
"Monday. This day we sailed westward, which was our course. Tuesday. This day
we sailed westward, which was our course." All through that log appears that sentence.
He had a course and he stuck to it.
Shortly after America entered the World War a young man came into my office.
I was then a State Senator of New Jersey. He said, "I want you to give me a cer-
tificate that my reputation in Burlington County is good. I want to enter an officers'
training camp."
I liked the fellow, but I was embarrassed. I said, "I am sorry. I can't do it."
"Why not?"
I said, "I think in the last thirty days I have had a dozen or more people speak
to me about you. They say you are drinking, gambling, running around, and that you
are going to the dogs."
"Is that what you think?"
"No, that is what they think. You want me to certify they are saying good
things. They are not good things."
"All right, you don't need to do it." He went out and banged the door behind him.
One day several weeks later he came to my office and threw a paper on my desk,
and said, "look at that." It was a certificate showing his appointment as a lieutenant
in Uncle Sam's Army.
He said, "I want to thank you for that."
I said, "You don't owe it to me. I couldn't and didn't write the certificate of
recommendation."
"But," said he, "I owe it to you just the same. When I left your office I was the
maddest man in the world to think that I, coming from blueblood stock couldn't get
my own Senator to certify that my reputation was good. For the first* time in my
life I stopped and I looked and I listened and took account of stock. I found I had
been doing the ostrich act, I had my head buried in the sand. I said, 'I will show
Burlington County.' I went to the training camp. I cut out the drink and the gambling
and everything that would interfere, and I got my commission, and I am going to
make good."
He was decorated on the field of France and became one of Jack Pershing's most
trusted lieutenants. Why? Because he had found himself, because he knew enough
and had the courage to right-about face when he found he was headed in the wrong
direction.
I happen to be a shouting Methodist. You can tell that. I don't know what you
are, but if you live up to your beliefs you are almost as good as I am.
We Methodists have Bishops, and our Bishops travel here and there on long dis-
tance trains. One day one of the bishops was traveling on a long distance train. The
conductor came through to collect the tickets. The bishop went through his clothes
and couldn't find the ticket. The conductor said, "That is all right, Bishop, I know you.
I will be back later on in the day and get your ticket."
"That is all right so far as you are concerned, but I have to have that ticket to
know where I am going."
There is a lot of us don't know where we are going. Two men from New Jersey
went to New York in an automobile. They pulled up alongside the curb and saw a
The Best Philosophy ot Life 59
rube leaning up against a post. The driver of the car said, "Can you tell me the way
to Cohoes?"
"No, I don't know."
"Can you tell me the way to Albany?" ,
"No, I don't know."
"Can you tell me the way to New York City?"
"No, I don't know."
"You don't seem to know anything."
"Maybe I don't, but I ain't lost."
We are not lost; we have a destination; we know what we are driving at. We are
not a squirrel in a cage that goes round and round. We are not on a merry-go-round.
A lot of people pay a nickel to get on the merry-go-round and get the brass ring and
go around again and finally get off where they got on. We are on the way, pushing
forward.
John Newton said, "If I ever die and go to heaven, I expect to find three wonders:
First, to meet someone in heaven I hadn't expected to find there; second, to miss some
I had expected to find there, and third and greatest wonder of all will be to find myself
there."
A preacher had two gestures, one was that (pointing upward) and the other was
this (pointing downward). He said, "When the roll is called up yonder (pointing
upward), I'll be there (pointing downward)."
John Kendrick said:
I wish I could take my eyes and turn them square
around and look about inside of me to see
What might be found.
I know a lot of folks as well as books upon my shelf,
But sometimes sorry truth to tell ;
I am a stranger to myself.
And I'd really like to see,
Past all veneer and sham,
What curious things inside of me.
Have made me what I am.
I have no great ambition high.
To posture as a saint,
But many a time I've wished that I might be
Some things I ain't.
You have had that experience. It is a wonderful thing to be able lO know yourself
in the railroad business, in life. There are so many pitfalls you would go nowhere
near if you knew your limitations, so many things you would do if you actually
understood yourself. You get along with other people so much better if you only
know yourself.
This is a great old philosophy, but I have a better philosophy for you than that.
It is the philosophy of the Roman philosopher, Marcus Aurelius, and is summed up in
these two words: Control thyself. Man is wonderful. He controls everything above
the earth and beneath the sea. He made elephants to dance two-steps, fleas to drive
tandem and monkeys to talk Esperanto. He has crossed one plant life with another
until miracles have come forth, but the tragedy of it all is that, though he has been
able to control ever>'thing above the earth and beneath the sea, he has never yet been
able to control his own passions and his own temper. Neither has woman.
A little woman said to me some years ago, "I have a terrible temper but it is
over in a moment."
60 The Best Philosophy of Life
I said to her: "So was the Black Tom explosion over in a moment, but it de-
stroyed a whole town." I think, that one of the finest things in football occurred at
Pennington, N. J., involving a classmate of mine, as well as Tom Skillman's. His name
was "Bosey" Rider. He went over to Princeton and became halfback on the Princeton
team, second basemen on the baseball team, a great wrestler, boxer and swimmer. We
used to say of him that he could lick his weight in wildcats.
During the game at Pennington, one of the boys, much his inferior physically, lost
his temper because he couldn't stop "Bosey", and, as he went around the ends and
through the center and was arising, this boy struck him a foul blow in the face. Those
who knew Rider expected to see him beat up the fellow. I know what I would have
done. I would have kicked him in the slats if he had been as big as a house and run
like the devil. What did Rider do? He wiped the blood from his nose, and he went
for him. He grabbed him and held him as a vice. When that fellow felt his absolute
helplessness and impotency in the grip of that mighty man, he shook with fear.
Rider said, "Steady, old boy, steady. You didn't mean that. We are not going to
fight. Shake."
That fellow said, "Oh, if he had taken me by the nape of the neck and the seat of
the pants and mopped up the field with me, I couldn't have felt as badly as I did,
when I knew that man who had me at his mercy didn't do anything to me."
Somewhere in the Book of Books it says: "He that is slow to anger is better than
the mighty; and he that ruleth his spirit than he that taketh a city."
I think the topic I announced was "The Best Philosophy of Life." I had better
get to it or else I wont be in time for my train at four o'clock.
The best philosophy! I care not whether you be Jew or gentile, Cathohc or
Protestant, bond or free, if you ever made any study of this world's history, you have
to admit the greatest and best philosophy ever given to a tired, sick old world was
given to it by the lowly Nazarene, Jesus Christ, and is summed up in these two words:
Deny thyself. "If any man will come after me, let him deny himself."
You can search the Byzantine Chronicles; turn back the pages of Publius Victor and
though they are describing the public edifices of ancient Constantinople and the others
those of ancient Rome, nowhere will you find mention of a public, charitable institu-
tion. You can examine minutely the ancient tablets in the museums of the world; go
dig down in the tomb of old King Tut; interview those who have come back from
excavating expeditions and nowhere in history before the days of Christ will you find a
charitabe institution for the alleviation of pain and suffering until the days of Christ.
It wasn't until this great philosophy had been actually lived out on the face of the
earth that we began to hear of hospitals and orphanages and asylums and homes for the
aged, and kindred institutions.
General Booth wanted to send out a message to the Salvation Army scattered
throughout the world. He found that the message as prepared would cost thousands of
pounds to cable. He resolved to reduce it one word. It is the password of the best
philosophy of hfe. Money? No. Faith, hope, prayer, work? No. It is a fine word.
Here it is: Others. That is the password. The rule? The Golden Rule: "Do unto
others as you would have others do unto you." The motto: "It is more blessed to
give than it is to receive." The text: One which, if you will carry out and live, I will
underwrite your success: "Whosoever will be great among you, let him be your
minister; and whosoever will be chief, let him be your servant." The verse:
"Not what we gain but what we give.
Measures the worth of the hves we live."
And the slogan: That which we talk so much about and do so little of — Service.
The Best Philosophy of Life 61
One of my favorite characters is Lord Shaftesbury. He used to leave Parliament
and go down into the slums of London and help the poor. He gave of himself as well
as of his money to help the poor. One day he and Lady Shaftesbury were traveling.
As the train came to a stop, a little, poor, elderly lady was having difficulty in alighting.
This great earl immediately arose from his seat and assisted her. He was gone for
sometime. Lady Shaftesbury became anxious. She said to a messenger, "Go and tell
my husband, Lord Shaftesbury, to be sure and get on the train before it starts to
leave the station."
The messenger said, "Madam, I don't know your husband when I see him. How
am I to recognize him?"
She said, "You will see a tall, fine looking gentleman who will be helping somebody."
Listen, men and women, if it can be said of us, not that we made a great name or
fortune for ourselves but that we went through Ufe helping somebody, we are worth-
while. Our memory, when we are gone, will be a great benediction, but that which is
much better, our example will be a tremendous inspiration to the boy and perhaps the
girl who is watching us, and you would be surprised how many folk are watching you.
You occupy, for the most part, very high positions. Boys want to be like you.
Even women want to pattern after you in making a success of their lives. Your life
may be a wonderful inspiration to those who are coming on.
I like the verse of Edgar Guest in speaking of service, when he says:
He has not served who gathers gold,
Nor has he served whose life is told
In selfish battles he has won
Or deeds of skill that he has done ;
But he has served who now and then
Has helped along his fellow men.
The world needs many men today,
Red-blooded men along life's way,
With cheerful smiles and helping hands,
And with a faith that understands,
The beauty of the simple deed
Which serves another's hour of need.
The world is crying for the helping hand, Mr. Railway Engineer. The world is
crying for the cheerful smile. There is so much sorrow in the world today. I have
good news for you. This old world is full of joy and happiness if you and I who have
greater advantages than the average will just reach out and gather in those piles of
happiness and joy and scatter them about where they will do the most good.
Don't be a grouchy railroad man. I can't imagine anything more contagious than
a grouchy Engineer. Pop comes down to breakfast and says, "What is the matter
with this coffee? I thought I said I wanted my eggs boiled three minutes, and now
you have gone and boiled them four minutes." What happens? Here sits Tom.
He punches his brother Dick and Dick punches Harry. They go into the public school
and punch all the youngsters there and they all go to their homes and do likewise, and
the whole town is mad just because one man had one minute too much on one
soft-boiled egg.
I said nothing was more contagious than a grouch. I was mistaken. I will tell
you what is more contagious: Cheerfulness, every time.
I have a man who comes to my office. I care not how busy I am I will put my
heels up on the desk and my thumbs right in there (in vest) and he can talk to me as
long as he wants to. Why? Because he has a hair-trigger laugh. He comes sweeping
62 The Best Philosophy of Life
into my ofnce on a hot August day Uke a breeze from off the ocean. Children cry for
him as they cry for Castoria, and no dinner party is complete without him. He is a
traveling salesman. He could sell me a fur-lined overcoat to wear on the Fiji Islands.
He is usually followed as the night follows the day by a good old Methodist
brother. I can feel him three doors away. When he gets into the inner sanctuary, he
says, "Brother Wills, you will never know the troubles that I have."
Thinks I to myself: "No, and I never will if I can get out of here before you
tell me."'
You men travel on long-distance trains. You might have suffered, but I am here
to tell you that I am a glutton for punishment, but don't sit down, whether in the
hotel or on the street, and give me the details of your last operation. Don't talk to
me about your heart and your liver that don't funrtion. I don't care for your organ
recital. I have troubles of my own. If you have real troubles, I will see them. Don't
worry about the man Who is boasting and bragging and complaining about his troubles.
That man who can't speak of them without breaking down is the fellow to go to and
slap on the back and say, "Is there anything I can do to be of assistance to you?"
No one ever heard of a husband deserting a cheerful wife, no matter how grizzly
her hair may be nor what her waist measurement has become. No wife goes pussy-
footing around for an affinity who understands her if she is married to a cheerful
husband.
You can't tell me that children leave homes where laughter rings through the
hallways.
It is the dark, dyspeptic, grouchy couples in New Jersey that are filling our divorce
courts. Man, smile and keep your wife. Why not? I see some of you don't want to
keep her. All right, look here. Let me give you some free advice. This won't cost
you a cent. Don't you divorce her. I will tell you what is going to happen. You
will have to hire a good lawyer and pay him a good fee, or she will beat you, and you
have to hire her a lawyer, too, just as good as you have got. All the time the case is
going on, you have to pay her alimony pendente lite. It will go on for weeks and
weeks. If you beat her in the first case she can take an appeal and there is the record
book, you have to pay for printing it and pay for the briefs and pay for the appeal.
It will take you two years.
Let me tell you what to do. Some night take her home a dozen American Beauty
roses and present them to her. She will die of shock, and you can use the roses at the
funeral.
We have some folks over in New Jersey that are never satisfied. You could make
them president of all the railroads, and they wouldn't be satisfied. They are never
pleased, never gratified, never amused. They are chilled when it is cold, and scorched
when it is warm. They are never so happy as when they are absolutely miserable.
When they sing, they sigh like that (gives a sigh) . You have them in your railroad
organization.
When Mark Twain heard of the death of that great critic of English literature,
Matthew Arnold, he said, "Arnold has gone to heaven but it won't please him."
There are a lot of folks won't be pleased when they get to heaven, if they make
the grade. "What is the matter with those parapets? The streets of gold are so dusty,
they are very sensitive to my nostrils. St. Peter's beard isn't bobbed right."
Senator Smoot tells of the typical farmer pessimist out in Utah. The pastor said to
him, "Horace, I want to talk to you. You have the reputation of being the greatest
complainer and faultfinder in the world. You can't find fault with your potato crop
The Best Philosophy of Life 63
this year. They tell me you have the finest potato crop, both as to quantity and
quality, in the whole state of Utah. What have you got to say?"
Horace said, "That is right as far as it goes but where am I going to get the bad
potatoes to feed my hogs?"
Don't you ladies laugh. The female pessimist is more deadly than the male.
There was a little woman in Pemberton where I was bred and buttered. Her name
was Aunt Phoebe. We always asked her the same question whenever we saw her,
"How are you feeling today. Aunt Phoebe?"
Her answer was: "I am feeling pretty well today, I thank you but I always feel
bad when I feel well 'cause I know I'm going to be worse."
I much prefer the disposition of the woman who gave testimony in prayer meeting
and was asked what she had to be thankful for and she said, "I have only two teeth
but praise the Lord they hit."
Come on, cheer up, railroad man ! Don't worry, times are going to be better. The
railroad business is going to pick up. No President, I don't care what may be your
politics, can keep back the depression only just a certain length of time. They run
their cycle. Prosperity has come back out of the corner. Don't you fuss and don't
worry and don't you cross your bridges until you reach them.
"Sufficient unto the day is the evil thereof. Take no anxious thought for the
morrow but live each day at a time."
When I first started to practice law, for the first three or four years, and had an
important jury case to try, I never slept a wink the night before. I rolled; I tossed;
I imagined non-suits, hostile judges, witnesses that didn't show up. It never happened.
So I joined the Don't Worry Club, and any of you who want to belong, if you will
give me a dollar just as soon as I finish, can become charter members.
The greatest of all the wrestlers was William Muldoon who stepped out of this
earth into heaven at eighty-five. He was one of the greatest optimists. You couldn't
make an appointment with him for tomorrow. He lived one day at a time. He
conditioned Elihu Root and John D. Rockefeller and men of that class and got them
over their nervousness.
He had these three rules: Live for today. Forget yesterday. Don't anticipate
tomorrow.
In other words, to be an optimist, just do the day's work you have before you
and do the best you can and say, "That is my program." Naturally, you have to try
to plan. I don't mean that but don't fuss and don't worry. You will be surprised
how the clouds, which are obscuring your own horizon, disappear when you don't fuss
and worry.
That man was an optimist that our grandfathers used to tell about. He fell out
of the twefth story window of one of the skyscrapers in New York, and as he passed
the third floor, he said, "I am all right so far."
We have to go through life having hope and having faith. That old baldheaded
man was an optimist. He went into the drug store and said, "Give me a bottle of
hair restorer, then added now give me a comb and brush." Why not?
That boy was an optimist who fell down the steps and said as he was picked up,
"I was coming down anyhow." That Irishman was an optimist when he was taken
to the hospital and was told he had gangrene, said, "I don't know what it is, but the
color is right."
64 The Best Philosophy of Life
Sure this world is fuU of trouble,
I ain't said it ain't,
Gee, I've had enough and double
Reason for complaint.
Rain and storm have come to fret me
Skies were often gray,
Thorns and brambles have beset me
On the road, but say,
Ain't it fine today?
What's the use of always weepin',
Makln' trouble last,
What's the use of always keepin'
Thinkin' of the past?
Each must have his tribulation,
Water with his wine,
Life, it ain't no celebration,
Trouble, I've had mine,
But today is fine!
It's today that I'm alivin',
Not a month ago;
Havin', losin', takin', givin',
As time wills it so;
Yesterday a cloud of sorrow
Fell across my way.
It may rain again tomorrow
It may rain, but say.
Ain't it fine today?
REPORT OF COMMITTEE XIV— YARDS AND TERMINALS
M. J. J. Harrison,
Chairman;
J. R. W. .\i£BROSE,
C. E. Armstrong,
JoHX E. Ar^istrong,
C.J. Astrue,
H. G. Basques,
E. J. Beugler,
\V. O. BOESSXECK,
\V. J. Brexnex,
X. C. L. Browx,
H. F. Burch.
\V. F. ClMMXSGS,
F. T. Darrow,
R. B. Elsworth,
A. W. Epright,
E. H. Fritch,
\V. H. Giles,
E. D. Gordox,
R. J. Hammoxd,
G. F. Raxd,
E. M. Hastixgs,
\V. J. Hedley,
H. O. Hem,
W. H. HOEBS,
J. M. Hood,
A. B. Jacobus,
Noah Johxson,
e. t. jokxstox,
E. K. Lawrexce,
Hadley B.aldwin, Vice-
chairman;
L. L. Lyford,
*C. P. McCauslaxd.
C. H. Mottier,
T. R. Ratcliff,
C. L. Richard',
H. L. Ripley,
H. M. ROESER,
W. B. Rudd,
W. C. Sadler,
C. U. Smith,
E. E. R. Tratmax,
H. L. Vandamext,
E. P. Vroome,
Committee.
Died. November 4. 1936.
I
To the American Railway Engineering Associatioi::
Your Committee respectfully reports on the following subjects:
(1) Revision of Manual. Progress in study — no report.
(2) Hump yards, collaborating with Committee XXI — Economics of Railway
Operation (.\ppendLx A). Progress report.
(i) The expediting of freight car movements through yards, collaborating with
Committee XXI — Economics of Railway Operation (Appendix B). Progress report.
(4) Scales used in railway service (Appendix C). Progress report.
(5) Bibliography on subjects pertaining to yards and terminals appearing in current
periodicals (Appendix D). Progress report.
(6) Freight house and team yard driveway widths. Progress in study — no report.
(7) Rules and organization, reviewing subject-matter in Chapter XII in 1Q29 Man-
ual and Supplements thereto pertaining to Yards and Terminals. Assignment cancelled- —
no report.
(S) Outline of complete field of work of the Committee (Appendix E).
The Committee ox Yards axd Termixals,
M. J. J. Harrisox, Chairman.
Appendix A
(2) HUMP YARDS
K. M. Hastings. Chairman. Sub-Committee; J. R. \V. .\mbrose. Hadlev Baldwin. W. O.
Boessneck. N. C. L. Brown, H. F. Burch, W. F. Cummlngs, R. B. Elsworth. W. H.
Giles. R. J. Hammond, G. F. Hand, M. J. J. Harrison. W. J. Hedlev, W. H. Hobbs.
Xoah Johnson, E. K. Lawrence, C. P. McCausland. C. H. Mottier, T. R. Ratcliff,
\V. B. Rudd, E. P. Vroome.
The designing or building of a gravity or a hump classification yard, or the converting
of such a yard from rider to retarder operation, is such a relatively infrequent engineering
problem that an outUne of the features that should be considered will be of value to a
railway engineer in preparing plans or estimates for such a project.
Bulletin 389. September. 1936.
65
66 YardsandTerminals
FEATURES TO BE CONSIDERED JN THE DESIGN OF GRAVITY OR HUMP
CLASSIFICATION YARDS OR IN THE EQUIPPING OF SUCH
YARDS WITH RETARDERS
A — General
(1) Tract Layout
(a) Traiffic characteristics
(b) Tracks: Capacity; Number; Location
(c) Gradients
(1) Maximal numbci- of cars per hour
(2) Number and weights of loads and empties
(3) Prevailing winds and temperature range
(2)
Accessory Features
(a) Drainage
(b) Ballast; Weight of rail; Ties; Length of turnouts; Permissible curvature
(c) Water supply
(d) Floodlighting
(e) Hand-operated skates and derails
(f) Car pullers
(g) Snow melters
(h) Flange oilers
(3)
Operating Facilities
(a) Yard office
(b) Inspection pit; Lights; etc.
(c) Track scales
(d) Hot oil
(e) Signals; Hump; Repeater; Trimmer; Cab
(f) Switch targets and lamps
(4)
Communication
(a) Teletype machines
(b) Loud speaker telephones
(c) Radio equipment for hump and trimmer locomotives
(d) Audible outdoor signals
(e) Pneumatic tubes
— Rider Operation
(1)
Rider Facilities
(a) Rider tracks
(b) Rider cars
(c) Rest and locker rooms
C — Retarder Operation
(1) Capacity
(a) Number of tracks per group
(b) Rctarders: Length and location
(c) Locations and length of track circuits
C2) Retarder Facilities
(a) Operating cabins and machines: Number; Location; Design
(b) Switch operating mechanisms and locking circuits
(c) Power-operated skates
(d) Power supply
(1) Normal
(2) Emergency
(e) Power and maintenance house
(f) Heating of buildings
(g) Track sand boxes
(h) Guard rails.
:&
Yards and Terminals 67
Appendix B
(3) THE EXPEDITING OF FREIGHT CAR MOVEMENTS
THROUGH YARDS
\V. F. Cummings. Chairman. Sub-Commitlee; T. R. W. Ambrose, John E. Armstrong.
X. C. L. Brown. H. F. Burch. R. J. Hammond, G. F. Hand. M. J. J. Harrison.
E. M. Hastings, W. J. Hedley, W. H. Hobbs, E. T. Johnston, L. L. Lyford, C. H.
Mottier, T. R. Ratcliff, W. B. Rudd. E. E. R. Tratman, H. L. Vandament.
In its report to the 1934 convention (Vol. 35, Proc, pages 466-472), your Committee
stressed the importance of employing every means to expedite the movement of freight
through yards and terminals, outlined the major itema for consideration of the problem,
and detailed a list of facilities which might help.
In recent years (as in the past) there has been a great deal of attention given to
railways, and a great many studies of the transportation problem have been made b>'
indi\'idual railways, by groups of railways, by private agencies and by governmental agen •
cies — notably tho=e by the former Coordinator of Transportation. These studies have
varied as to scope and objective, but nearly all have served to emphasize the great
importance of the movement through yards and terminals and the effect thereof on time
and cost.
Your Committee has under way the collecting of information as to the practices and
experiences of individual carriers in coping with this most vexatious problem, and is
likewise engaged in bringing up to date some of the material heretofore presented bearing
on the subject.
Your Committee is still of the opinion that the problem is primarily one of operation
since, even with modern facilities, there are serious delays which to your Committee
seem avoidable. One of the greatest sources of dclaj' is that incident to inspection of
equipment, particularly at interchange points. It is suggested that the proper Division
or Divisions of the Association of American Railroads give serious consideration to this
matter.
Your Committee recommends as very worthwhile the reports of Committee 4 in
1935 and of Committee 7 in 1936 to the American Association of Railroad Superintendents
on this subject.
Appendix C
(4) SCALES USED IN RAILWAY SERVICE
H. M. Roeser, Chairman, Sub-Committee; Hadley Baldwin, W. J. Brennen, John R.
Armstrong, H. G. Basquin, A. W. Epright, E.'d. Gordon, M. J. J. Harrison, E. M.
Hastings, H. O. Hem, A. B. Jacobus, E. K. Lawrence, C. L. Richard, E. P. Vroome.
At the 1927 convention (Vol. 28, 192 7 Proc, pages 592 and 1409), there was pre-
sented and adopted a set of specifications lor the manufacture and installation of two-
section, knife-edge railway track scales. Experience in the application of these specifi-
cations over a period of ten years has suggested certain desirable revisions. The draft
here tentatively presented incorporates such revisions, and also differs in arrangement
from the 1927 specifications in that it follows the form of other scale specifications more
recently adopted by the Association.
The following is submitted at this time as information, with the intention of resub-
mitting it at tlie 1938 convention, with possibly slight modifications, as a substitute for
existing Manual material under the same title.
68 Yards and Terminals
PROPOSED SPECIFICATIONS FOR THE MANUFACTURE AND
INSTALLATION OF TWO-SECTION, KNIFE-EDGE RAILWAY
TRACK SCALES
INTRODUCTION
These specifications are intended to apply to two-section, knife-edge railway track
scales without dead rails or relieving gear, but not overhead suspended scales nor scales
already in service, except that reinstallation of old scales should conform to the pro-
visions relating to installation and to pivot and bearing steels.
Requests for proposals should specify sectional capacity and length of scale required,
together with such other information as will result in complete and uniform proposals.
(I) CAPACITY
101. Sectional Capacity Defined
The sectional capacity of a scale is the greatest live load which may be divided equally
on the load pivots of a section without producing in any member stresses in excess of
those specified in Section III.
102. Sectional Capacities Standardized
The rated sectional capacity of a two-section, knife-edge railway track scale shall
be either ISO or 200 tons. The rated sectional capacity shall not exceed the actual
.-ectional capacity as defined in Article 101,
103. Scale Capacity Defined
The capacity of a two-section railway track scale is the weight of the heaviest
locomotive tiiat may pass over it without developing in any member stresses in excess of
those sjjejitied in Section III. The loading assumptions for design shall be:
(aj For scales with 75-foot weigh rail and of 200-ton sectional capacity, Cooper's
E-S9 locomotive loading plus 112,500 pounds of uniformly distributed dead load.
(b) For scales with 60-foot weigh rail and of 200-ton sectional capacity, Cooper's
E-73 locomotive loading plus 00,000 pounds of uniformly distributed dead load.
(c) For scales with 60-foot weigh rail and of 150-ton sectional capacity, Cooper's
E-55 locomotive loading plus 66,000 pounds of uniformly distributed dead load.
(d) For scales with SO-foot weigh rail and of ISO-ton sectional capacity, Cooper's
E-63 locomotive loading plus 55,000 pounds of uniformly distributed dead load.
Note. — The above specified loading as,^umptions are those which will load the several
scales to their respective sectional capacities, assuming a 3-foot overhang at each end of
the scale (see Article 403).
104. Nominal Capacity Defined and Limited
The nominal capacity of a scale is the greatest weight indication obtainable by use
of all the reading elements in combination, fractional bars totaling 2 per cent or less
of the remaining elements being neglected. The nominal capacity of a two-section track
scale shall not exceed the rated sectional capacity.
(II) PLANS
201. Assembly i)lans shall be furnished showing the location of field connections and
all information necessary for the purchaser to design and construct the pit and parts not
furnished by the manufacturer. On request, the manufacturer shall furnish to the
purchaser plans showing materials, stresses, and detailed dimensions for all scale parts.
(Ill) WORKING STRESSES AND FORMULAS
301. Impact
For parts made of structural steel and other materials not covered by specific men-
tion in this Section, there shall be added to the computed static hve load stresses a
liercentage allowance for impact due to moving loads amounting to:
/ (in per cent) rr: 20.25 -f (100 — 0.6L)
where L is the distance in feet from center to center of the weighbridge supports.
For other materials covered by specific mention in this Section, the unit stress given
in this .Article contains sufficient provision for impact.
Yards and Terminals
69
Table 1413
ALLOWABLE UNIT STRESSES IN POUNDS PER SQUARE INCH FOR
IRON AND STEEL
Transverse Bendmg Direct Stress Shear iiiid
Material Tension Compression Tension Compression Tension
Cast Iron (gray)
Thickness of section
0.25 inches 5000 S500 3500 10000 5000
0.3 4780 8130 3350 9560 4780
0.35 4600 7820 3220 9200 4600
0.4 4450 7560 3110 8900 4450
0.45 4320 7340 3020 8640 4320
0.5 4200 7140 2940 8400 4200
0.6 4020 6830 2810 8040 4020
0.7 3870 6580 2710 7740 3870
0.8 3740 6360 2620 7480 ' 3740
0.0 3630 6170 2540 7260 3630
1.0 3540 6020 2480 7080 3540
1.1 3450 5860 2410 6900 3450
1.2 3380 5750 2370 6760 3380
1.3 3310 5620 2320 6620 3310
1.4 3250 5520 2270 6500 3250
1.5 3190 5420 2230 6380 3190
1.6 3140 5340 2200 6280 3140
1.8 3050 5180 2130 6100 3050
2.0 2970 5050 2080 5940 2970
2.5 2810 4780 1970 5620 2810
3.0 2690 4570 1880 5380 2690
3.5 2580 4300 1810 5160 2580
4.0 2500 4250 1750 5000 2500
.Steel
Castings 10000 12000 10000 12000 8000
Pivots and Bearings
(S.A.E. 6195 or 52100,
hardened) 30000 30000 30000 30000
In designing cast iron members to sustain stress of any character, the maximal allow-
able unit stress shall be determined by the greatest thickness, exclusive of fillets, of the
portion of the section carr\'ing the stress being considered. In the main portion of a
beam the thickness of the web or flange shall be used, whichever is the greater. The
thickness of the flange shall be considered either as the average depth of the outstanding
portion, or the breadth of flange outside to outside, whichever is less.
Structural Steel (S..'\.E. 1010 to 1020) (see first paragraph of this Article for impact
requirement.)
Pounds per
Square Inch
Axial tension, net section 18,000
.Axial compression, gross section
Stiffeners for plate girders 18,000
Compression members, axiallv loaded, where
L/r does not exceed 140 15,000- =^-
4r-
L = the length of member in inches
r = the least radius of gyration of member in inches
Tension in extreme fibers of rolled shapes, girders and
built sections subject to bending, net section 18,000
Compression in extreme fibers of roiled shapes, girders and built
sections subject to bending, where L/b does not exceed 40,
51,^
gross section 18,000 — -^=-
L^ length in inches of unsupported flange between lateral
connections or knee braces
b = flange width in inches
70 Yards and Terminals
Pounds per
Square Inch
Stress in extreme fibers of pins 27,000
Shear in plate girder webs, gross section 11,000
Shear in iioucr-drivcn rivets and pins 13,500
Shear in lurned bolts and hand-driven rivets 11,000
Hearing on pins 24,000
Hearing on power-driven rivets, milled stiffeners and other parts
in contact 27,000
Bearing on rocker pins 12,000
Bearing on turned bolts and hand-driven rivets 20,000
Rivets driven by pneumatically or electrically operated hammers are considered
power-driven.
For countersunk rivets, the above values shall be reduced 25 per cent. Counter-
sunk rivets shall not be assumed to carry bearing stress in metal less than Yz inch thick.
In proportioning rivets, nominal diameters shall be used.
The effective bearing area of a pin, bolt or rivet is the nominal diameter multiplied
by the thickness of the metal upon which the member bears.
302. Rivet Spacing
(a) Flange Rivets: Rivets connecting the web and flange angles shall be sufficient
to resist at any point the longitudinal shear combined with any load that is applied
directly to the flanges. The pitch shall be computed from the formula:
p m ■ where
p =r. the longitudinal spacing of the rivets in inches
R = the value of one rivet in bearing or double shear in pounds per square inch
d r= the distance from center to center of flanges in inches
5 rrr the total maximal shear in pounds at the section, reduced in the ratio of the
net area of flange angles and plates to the net area of flange plus Y^ the
gross web section
W =: the wheel load plus 100 per cent impact
The maximal spacing, however, shall not exceed 3J/2 inches.
(b) Cover Plates: The spacing of rivets connecting cover plates to flange angles
shall not exceed that given by the formula:
n XRXdX A
P — ^-rz where
n=: the number of rivets in one transverse line through cover plates and flanges.
R =: the value of one rivet in single shear or bearing in pounds per square inch.
d r=. the distance from center to center of flanges in inches.
A = the net area in .square inches of the entire flange at the section.
S = the total maximal shear in pounds at the section, reduced in the ratio of the
net area of flange angles and plates to the net area of flange plus V^ the
gross web section.
a:= the total net area in square inches of the entire flange at the section.
The pitch as computed from this formula shall be diminished by IS per cent for
every cover plate after the first. The maximal spacing shall be 6 inches.
(c) Stiffeners: Rivets in stiffeners may have the maximal spacing, provided that
rivets in end stiffeners at concentrated loads shall develop the full computed stress in the
stiffeners, and the spacing of rivets in end stiffeners, intermediate stiffeners and web
splices shall be identical, except that rivets in any line may be omitted where possible
without exceeding the maximal spacing in order to minimize shop work.
303. High Strength Alloys
For materials intended or represented to be "high strength" alloys, unit working
stresses other than those given in Table 1413 may be used, provided these do not exceed
Yards and Terminals 71_
\ii the unit stress at the yield point established according to the test routine followed or
prescribed by the American Society for Testing Materials for parts of the same analysis,
heat treatment, and size, and provided further that the unit working stresses for any
combination of gray iron and carbon steel exclusively shall not exceed those given in
Table 1413 for steel castings. The purchaser, if he requests, shall be furnished with
sufficient data or test specimens to enable him to determine the physical properties of the
particular "high strength" material proposed to be used.
304. Knife-Edge Bearing Stresses
The load per inch of knife-edge shall not exceed 6000 pounds.
305. Concrete Bearing Stresses
Bearing stresses on concrete shall not exceed 300 pounds per square inch under scale
lever stands, and 400 pounds per square inch at all other points.
306. Projecting Pivots, Formula for Stresses
Where practicable pivots shall be supported their full lengtli by integral parts of
the containing lever. Where impracticable so to support the pivots, external bending
moments shall be determined as follows:
Let Afrr: the required bending moment in inch-pounds
L = the length in inches of the moment arm
T = the distance in inches between the friction faces of the loop
W =: the total load in pounds on both ends of the pivot
D = the length in inches of bearing in the loop
B = the width in inches of the boss, or sustaining member enveloping the
pivot
Then. L =: — J^ {T — B) i- 14 in.
2
307. Levers, Formulas for Loading
The main levers in a section shall be assumed to carry the sectional capacity equally
divided between them. Each end extension lever shall be assumed to earn.' a load corre-
sponding to 100 per cent of the sectional capacity. The transverse extension lever, shell
lever, and weighbeam shall be assumed to carry a load corresponding to 200 per cent of
the sectional capacity.
308. Bearing Pressures under Foundations
The bearing areas of the foundation fcolings shall be such that the pressure under
the footings will not exceed.
For fine sand and clay 4,000 pounds per square fool
For coarse sand and gravel, or hard clay 6.000 pounds per square foot
For boulders or solid rock 20,000 pounds per square foot
If the soil has not a safe bearing capacity equal to that of fine sand or clay, its bearing
capacity shall be increased by drainage, by adding a layer of gravel or broken stone, or
by driving piles.
(IV) LENGTH OF SCALE
401. Scale Length Defined
The length of a scale is the length of its weigh rails.
402. Scale Lengths Standardized
Scales of 150-ton sectional capacity shall be either SO feet or 60 feet long. Scales of
200-ton sectional capacity shall be either 60 feet or 75 feet long.
403. Limits of Overhang
The scale may be longer than the distance between its sections. In no case, how-
ever, shall the distance from the center of a section to the nearer end of the weigh rails
exceed 3 feet.
T2 Yards and Terminals
(V) SCALE LEVERS
501. Qualities of Castings
Castings used for levers shall not be warped. They shall be clean, smooth, uniform,
and free from blisters, blowholes, and shrinkage holes and cracks.
502. Machined Ways for Nose Irons
Levers that are to be equipped with nose irons shall have ihose portions of the lever
ends receiving them machined for the full distance over which the nose irons are to move.
503. Leveling Lugs
In scales of the straight lever type, each lever shall be provided with leveling lugs
for longitudinal alinemcnt. In scales of the torsion lever type, leveling lugs shall be
provided on the pipe or torsion member for transverse alinement and on the extension
arm for longitudinal alinement. Each pair of lugs shall be spaced 11 inches apart. The
leveling surfaces of each pair of lugs shall be finished to a common plane, which shall
be parallel to the plane through the knife-edges of the end pivots.
504. Marking of Levers
Figures denoting the ratio of each lever shall be cast or otherwise permanently marked
on the lever.
505. Permanency of Adjustment
The design, workmanship and factory adjustment of each lever shall be such that
the ratio of the lever arms established by the relative positions of the pivot knife-edges
will be within 0.02 per cent of the nominal ratio.
(VI) PIVOTS AND BEARINGS
601. Material
The material 'used for pivots and bearings shall be special alloy steel. S..\.E. 6195
or S.A.E. 52100, hardened to Rockwell C scale not less than 58.
602. Design and Manufacture
Pivots shall be so formed that the included angle of the sides forming the knife-edge
will not exceed 90 degrees, and the offset of the knife-edge from the center line of the
pivot will not exceed 10 per cent of the width of the pivot.
603. Mounting
(a) Fastening: Pivots shall be firmly fastened in position without swaging or
calking.
(b) Machined-in Pivots, when required: Pivots in main and extension levers shall
be fitted into machined ways.
(c) Continuous Contact Required: Pivots shall be .so mounted that continuous
contact of the knife-edges with their respective bearings for the full length of the parts
designed to be in contact will be obtained. In loop bearings the knife-edges shall pro-
ject slightly beyond the bearings in the loops.
604. Position
In any lever the pivots shall be so mounted that:
(a) Each knife-edge will be maintained in a horizontal plane under any load within
the capacity of the scale.
(b) A plane bisecting the angle of a knife-edge will be perpendicular to the plane
through the knife-edges of the end pivots.
(c) The actual distance between the end knife-edges of any lever will not differ
from the nominal distance by more than 1/64 inch per foot.
(d) The knife-edges in any lever will be parallel.
605. Support for Projecting Pivots
The reinforcing on the levers to support projecting pivots shall be tapered off to
prevent accumulation of dirt next to the pivots and to provide proper clearance.
i
Yards and Terminals 73
606. Fulcrum Distances
The distance between knife-edges of fsilcrum and load pivots of main levers shall be
not less than 8 inches.
607. Location of Main Lever Load Knife-Edges
The load knife-edges of main levers shall be so located that the center line of the
weigh rails can be placed in the plane established by vertical lines through the centers
of the knife-edges.
608. Design of Bearings
Bearing steels and the parts supporting or containing them shall be so applied to
the mechanism that permissible movement of the platform will not displace the line cf
contact between any bearing and the opposing pivot.
609. Interchangeability of Bearing Steels
.■\11 bearing steels of the same nominal dimensions or parts identification shall be
interchangeable or mounted in interchangeable bearing blocks. The interchangeable part
shall be securely mounted in the part containing it.
610. Finish of Bearing Steels
The bearing surfaces shall be brought to a smooth, true and accurate finish to provide
continuity of contact with opposing pivots.
(VII) NOSE IRONS
701. Design
Xose irons shall be so constructed that:
(a) They will be positioned by means of adjusting screws of standard size and
thread.
(b) They will be retained in position by means of screws or bolts of standard
size and thread.
(c) The surfaces of nose irons intended to be in slidable contact with the levers
will be machined true, so as to obtain an accurate fit in or on the levers.
(d) When adjustments are made, the knife-edge will be held parallel to its normal
position.
702. Screws and Bolts
Adjusting and retaining screws and bolts .-hall be made of a corrosion-resistant
material.
703. Retaining Device
A device for retaining each nose iron in position shall be provided, and shall he so
designed and constructed that:
(a) It will be independent of the means provided for adjustment.
(b) It will not cause indentation in the lever.
(c) Loads applied to the scale will not cause tension in the retaining bolts.
(d) The nose iron will remain in position when the retaining device is released.
704. Marking of Position
The position of each nose iron as determined by the factory adjustment shall bo
accurately, clearly and permanently indicated by well-defined marks on the lever and
nose iron which meet on a common line.
(VHI) LEVER FULCRUM ST.ANDS
801. Qualities of Castings
Castings for lever stands shall be smooth, clean, uniform, and free from blisters,
blowholes, and shrinkage holes and cracks.
802. Proportions
Lever stands shall be so designed, constructed and installed (hat, under any practical
condition of loading, the resultant force throutrh the bearmg will fall within the middle
third of the length and width of the base.
74 Yards and Terminals
803. Bases for Lever Stands
The base of any lever stand shall be smooth, or shall be finished in any suitable
manner true within a tolerance of 1/32 inch to a plane perpendicular to a vertical line
through the center of the knife-edge bearing carried by the upright portion of the stand.
804. Finish of Tops of Stands
The top of any lever stand receiving a bearing steel, cap or block shall be finished
smooth and shall be parallel to the base within 1/32 inch.
805. Anchor Bolt Holes
Four or more anchor boll holes, not less than 2 inches in diameter, shall be provided
in proper places in the base of every tulcrum stand, unless other equally effective means
for anchorage are provided.
806. Tie Bars
When tic liars for lever stands arc used, contacting surfaces shall be machined.
(IX) LOOPS AND CONNECTIONS
901. Material
The requirements for material and hardness of bearing surfaces in loop connections
shall be the same as those prescribed herein for pivots and bearings.
902. Design
In loops which form bearings for projecting pivots, the radius of the portion of the
bearing making immediate contact with the knife-edge and the radius of the eye of the
loop shall be not less than the longest side of the cross-section of the square pivot to
be used in the loop, and like clearance shall be provided if pivots of other than square
cross-section be used.
903. Length
Loops in like connections, except when adjustable, shall be of the same length.
904. Steelyard Rod
The steelyard rod shall be equipped with a turnhuckle.
905. Locknuts
Bolts or turnbuckles used as parts of connections shall be provided with locknuts.
(X) CHECKS
1001. Number, Type and Kind
Weighbridge checks shall be provided equivalent in functioning to not less than two
longitudinal checks on each end and two transverse checks on each side of the rod type.
Checks of the rod and bumper types shall be adjustable.
1002. Position
Checks shall be set in the same horizontal plane and as high as possible. Longi-
tudinal and transverse checks designed to take tension shall be respectively parallel and
perpendicular to a vertical plane through the center line of track.
1003. Strength
Checks of the rod type shall be designed to act only in tea-^ion. The checks at either
end or side shall be designed to resist the force<; prescribed in Table 1414. Other types
designed to take tension shall be calculated for equivalent strength.
Yards and Terminals
Table 1414
FORCES TO BE ASSUMED L\ THE DESIGN OF CHECK RODS FOR TWO-
SECTION KNIFE-EDGE RAILWAY TRACK SCALES
Sectional
Scale
Each
Combined
Capacity
Length
Lateral Check
Longitudifud Checks
(tons)
(feet J
(pounds)
(pounds)
150
50
27,500
64,000
150
60
29,000
73,000
200
60
29,000
85,000
200
75
31,000
101,000
(XI) WEIGHBEAMS AND ACCESSORIES
1101. Design
(a) Limits for Weighbcam Capacity: See Article 104.
(b) Full-Capacity Wcighbeam: Except for special cases, a weighbcam of the full-
capacity type shall be provided.
(c) Shoulder Stop; On each weighbcam a shoulder stop shall be provided to pre-
vent the travel of the main poise back of the zero notch.
(d) Notches: On main bars the notches shall not be spaced closer than 6 to the
inch. Each notch shall be so made that when the pawl rests in it a line projected from
the center of the side of the notch nearer the zero graduation to the axis about which
the pawl stem rotates will be perpendicular to that side of the notch.
(e) Pawl or Latch: The tip of the pawl or latch shall be of the same width as
the notches of the beam, and shall be rounded off so that a small amount of dust or dirt
in the bottom of the notch will not prevent the poise from assuming the correct position.
(f)' Projections and Recesses: Poises shall be designed with the object of reducing
to a minimum the number of projections that may become chipped or broken off, and
recesses that may retain foreign material.
(g) Poise Bearings: Each poise shall be constructed to move along its bar without
side play. The main poise shall be equipped with ball bearings.
1102. Marking
(a) Intervals: For scales with a main poise travel of less than 400,000 pounds, the
notches and graduations on the main bar shall be made at 1000-pound intervals.
(b) Length of Graduation Marks: For the main bar, the length of graduations
other than those representing 0, 5, 10, 15, etc., thousand pounds shall be preferably 1.5
times the distance between their centers, but in no case greater than twice the distance
bcween their centers. The length of graduations representing 5, 15, 25, etc., thousand
pounds shall be not less than 1.5 times that of the intermediate graduations. The length
of graduations representing 0, 10, 20, etc., thousand pounds shall be 0.75 inch.
(c) Size of Figures: For the main bar, the zero graduation and every tenth grad-
uation shall have its value in thousands of pounds {i.e., 0, 10. 20, etc.) marked by figures
^ inch in height, except the last graduation on the bar, which shall be marked in full
(e.g., 300,000 pounds). The 5s, 15s, etc., may or may not have the value in thousands
of pounds marked, or may have a star or other device placed opposite the graduation.
.\\] numbers shall be placed directly above or below their respective graduations, and
shall be within 1/16 inch to % inch of the graduation.
1103. Registering Weighbeams
(a) Fractional Bar Stops: On registering weighbeams, the fractional poise shall
be equipped with means to insure a positive stop at any 20-pound interval, and a
stop shall be provided to prevent the movement of the fractional poise beyond its proper
travel in either direction.
(b) Operating Lever: On registering weighbeams, a substantial type of hand grip
shall be provided to facilitate the registration of the weight. The natural operation of
the registering mechanism shall not cause lateral displacement of the weighbcam.
(c) Receptacle for Weight Ticket: On registering weighbeams, means shall be
provided to prevent the placing of the weight ticket in its receptacle in any position in
which an incorrect weight can be registered.
(d) Type Figures: On registering weighbeams, type figures shall be made of mate-
rial sufficiently hard that under the designed conditions of use the figures will not be-
76 Yards and Terminals
come battered or defaced. 'Hie rigines shall be plain and raised sufficiently to insure a
clear impression upon the weight ticket. They shall be so attached that they cannot
become loosened or detached without a positive indication that the weighbeam is out
of order.
1104. Fractional Bars
For registering weighbeams, the graduations for the fractional bar shall be placed
at 20-pound interval? up to and including OSO pounds, or, if the fractional bar corre-
sponds to a full 1000 pounds, the last figure shall be marked to read 999 pounds. Non-
registering vveighbcams, except for special cases, shall be graduated in SO-pound intervals.
1105. Balance Ball
The position of the balance ball shall be veilically adjustable. Unless otherwise
required by law or regulation, longitudinal movement shall be controlled by means of
a self-contained, hand-operated screw or other device which will not require the ball to
be rotated. •
1106. Counterbalance Weights
If counterbalance weights are to be used, the lower end of the counterbalance hanger
stem shall be threaded, a cup for the loose balancing material shall be screwed to the
lower end of the stem and each additional weight shall be provided with an elongated
hole in the center through which the hantrer stem may pass. When no counterbalance
weights are necessary on top of the counterbalance cup, the cavity shall be closed by a
cover, secured in a positive manner. No counterbalance weights shall be used in any
place in the scale except at the weighbeam. No slotted counterbalance weights shall be
used.
1107. Ratio
A pivot with a loop shall be provided at the weighbeam tip. The ratio to this
pivot shall be 7,000 or 10,000. The ratio shall be plainly and permanently stamped on
the weighbeam.
1108. Identification of Parts
Each weighbeam shall be given a serial number which shall be stamped on the weigh-
beam. The pivots, poises and fractional bar shall have stamped upon them identification
marks to show to which weighbeam each belongs, and the pivots shall be so marked as
to indicate their proper positions in the weighbeam.
1109. Factory Adjustment of Notches
Each weighbeam notch shall be adjusted to within 0.002 inch of the nominal
distance from the zero notch.
1110. Beam Fulcrum Stand
(a) Type: The weighbeam shall be supported on a stand fitted with compensating
bearings. Beam fulcrum stands shall be so designed, constructed and installed that the
resultant line of forces applied through the bearing carried by the stand will fall within
the middle third of the length and width of the base.
(b) Height: The height of the stand measured from the bottom surface of the
base to the bearing surface shall not exceed l^ inches.
(c) Finish: The base of the stand shall be finished to a plane perpendicular to
the a.xis of the upright portion of the stand, and the knife-edge line of the bearing shall
be parallel to the base.
nil. Trig Loop
(a) Weighbeam Travel: The play of the weighbeam in the trig loop shall be not
more than 2 per cent of the distance from the trig to the fulcrum pivot, nor less than
0.9 inch.
(b) Pointer: The weighbeam shall be fitted with an indicator to be used in con-
junction with a graduated target or other device on the trig loop to indicate a central
position in the trig loop when the weighbeam is horizontal.
(c) Material: The contact parts of the trig loop shall be made of a non-magnetic
material.
Yards and Terminals
77
1112. Weighbeam Support
The weighbeam fulcrum stand and trig loop stand shall be supported on a metal
shelf mounted on metal pillars, or equivalent in strength or durability. The shelf must
be sufficiently rigid that, within the capacity of the scale, deflections cannot occur to
such an extent as will affect the weighing performance.
(XII) ANTI-FRICTION POINTS AND PLATES
1201. Material and Design
Hardened steel anti-friction contacts shall be used to limit longitudinal displacement
between knife-edges and bearings. They shall be smooth and so designed and applied
as to provide contact at points on the knife-edge line.
1202. Clearances
The total clearance between anti-friction plates and points shall not exceed 1/16 inch
on the weighbeam, 5 8 inch on the shelf lever, and ]/\\ inch on all other levers. The
minimal clearance shall be not less than ', j times these respective amounts.
(XIII) CLEARANCES
1301. The clearance around and between the fi.xed and live parts of the lever system
shall be at least 54 inch except at points where other clearances are specified.
(XIV) INTERCHANGEABILITY
1401. Units or parts of units intended to be interchangeable with hke units or parts
in scales of the same design and manufacture, shall be identified on the scale drawings
or in the subject-matter of the proposal in such a manner as will clearly indicate the
interchangeable parts, the manner of replacement, and the adjustments required, if any,
after replacement.
(XV) SCALE WEIGHBRIDGES
1501. Type of Girders
Girders shall be of the fish-belly type.
1502. Steel Specifications
Material and workmanship shall conform to the Specitications lor Steel Railway
Bridges — 1935, published by the American Railwav Engineering A.«?ociation, punched and
reamed work.
1503. Main Girders — Size and Strength
The section modulus of each main weighbridge girder shall be not less than that
given in Table 1415.
Table 1415
REQUIRED NET SECTION MODULUS, ONE WEIGHBRIDGE GIRDER, FOR
TWO-SECTION, KNIFE-EDGE RAILWAY TRACK SCALES
Length
Sectional
Length
Caparii v
of Sralr
(Ions)
(feel )
]>0
50
1.^0
60
200
60
200
75
>f Span
Required Section Modulus
(feet)
(Net Section, One Girder)
44
1724.0
54
2007.6
54
2670.1
69
3167.3
1504. Bracing
Each weighbridge shall be designed to resist a force equal to 300 pounds per foot of
scale uniformly applied laterally in either direction along the track, and a concentrated
force of 20,000 pounds applied laterally in either direction at any point on the track.
(a) Diagonal Bracing: Diagonal bracing shall consist of not less than 3-inch by
3-inch by ^'s-inch angles.
Yards and Terminals
(b) Transverse Bracing: The ends ol tlie weighbridge shall be provided with trans-
verse bracing, of which the section modulus shall be not less than that determined by the
formula
(20,000 -r 150/.; X^
^ = 18,000 ''^"'''
S = the section modulus
L =: the length of scale in feet
d^z ihc distance in inches from the main lever load knife-edge to the top of the
weigh rail
Intermediate transverse buacing, with icclion modulus not less than that determined
by the above formula shall be provided, spaced not farther apart than the distance
between allcnaatc stiffeners.
(c) Lateral Bracing: Lateral bracing shall be provided between compression
flanges, spaced not farther apart than the distance between intermediate transverse brac-
ing, designed to take compression shear ccjual to 5 per cent of the axial stress in the
compression flange of one girder.
(d) Stiffeners: Not less than two pairs of stiff encr angles shall be provided over
each bearing of the girders and, in addition, suitable angle stiffeners shall be spaced not
farther apart than the unsupported depth of the web plates. The ends of these stiffeners
shall be milled to fit the girder flanges where bearing stress is transmitted from the
stiffener to the flange.
Note. — Attention is called to the reported economy and efficiency of welded stiffeners.
When properly applied, welded stiffeners should be considered as meeting the requirements
of this specification.
1505. Fabrication and Assembly
Weighbridges shall be assembled and riveted up complete with all bracing, except
lower flange transverse and diagonal bracing, in the shop under proper inspection.
1506. Weigh Rail Pedestals
The weigh rails shall be carried on metal pedestals, spaced not over 30 inches center
to center, which shall be mounted on metal ties or directly on the weighbridge. The
tops of pedestals shall be machined. The bottoms of pedestals shall be machined unless
type metal or equivalent is to be poured between the bottoms and the surfaces supporting
them.
1507. Weigh Rails
The weight of the weigh rails shall be not less than 100 pounds per yard. New rails
shall be used. If splices are necessary, they shall be accurately applied.
1508. Clearance along Weigh Rails
The clearance between the weigh rails, or their pedestals, and the rigid deck shall
be not less than 1.5 inches. The openings shall be protected from weather and dirt.
(XVI) TRANSVERSE BEAMS SUPPORTING APPROACH RAILS
1601. Section Modulus
The transverse beams at each end of the scale shall each have a section modulus of
not less than 250 for 200-ton per section scales, or 197 for ISO-ton per section scales.
1602. Fastening
The transverse beams shall be securely fastened to the end walls of the pit.
(XVII) PROTECTION FROM CORROSION
1701. The finish and treatment of all surface? shall be such as to insure good appearance
and satisfactory resistance to corrosion. The surface treatment shall be durable and
appropriate to the intended uses.
Yards and Terminals 79
(XVIII) APPROACH RAILS
1801. Anti-Creep Provisions
Positive means shall be provided to prevent creeping of approach raUs, and to main-
tain a clearance, which shall be not less than % inch nor more than ^ inch, between
the approach rails and the weigh rails unless some special means is used to reduce impact
when wheel loads pass from approach rails to weigh rails.
1802. Easer Rails
Easer rails, or load transfer devices, if used, shall be so constructed as to leave no
lateral or vertical restraint upon the weigh rails when the device is unloaded.
(XIX) DECK
1901. Type
Unless a scale is used to wTich other loads than freicht cars of standard gage, the
deck shall be of the fi.xed type.
1902. Construction
The material for the deck shall be surfaced to conform to safety requirements, shall
be sufficiently strong to support the incidental traffic, and shall be waterproof,
1903. Clearance
The clearance between the bottom oi the fixed deck beams, or deck supports, and
the weighbridge girders shall be not less than 2 inches.
(XX) EXCLUSION OF DIRT AND PRECIPITATION
2001. Means shall be provided to prevent accumulation of dirt or other foreign material
in or about the pivots, bearings, or other parts, whereby interference with the action
of the scale or undue deterioration of in\ part of the scale might result.
(XXI) LIGHTING
2101. Weiglibeam, Scale House and Deck
Lighting of the weiehbeam, scale house and deck shall be provided adequate for
the needs of safe operation and to enable the weigher to read the weighbeam and observe
car numbers and position of car wheels with certainty.
2102. Pit
The pit shall be provided with sufficient illumination to permit the ready and complete
inspection of the scale parts,
(XXII) LOCATION AND ELEVATION
2201. Foundation
Scales shall be so located that an adequate foundation and at least SO feet of tangent
track at each approach to the weigh rails can be provided,
2202. Elevation
The scale shall be raised with respect to the yard to such an elevation that surface
water will drain away from it. Means shall be provided to prevent surface water between
the rails of the scale track from running into the pit.
2203. Right-Handed Beam
Scales shall be so located that levers other than the shelf lever between the transverse
extension lever and the weighbeam are not necessary. Right-handed weighbeams are
always to be preferred.
(XXIII) FOUND./VTION AND PIT
Note. — This section presumes that a scale pit fully enclosing the scale mechanism is
necessary. When condition^ permit, however, consideration should be given to the pos-
sibility of installing scales on foundations without side walls since this conduces to
better maintenance, especially in the lower latitudes.
80 Yards and Terminals
2301. Material
All scale foundations shall be constructed of concrete. The quality of materials and
methods of mixing and placing the concrete shall conform to the specifications of the
American Railway Engineering Association for Class A concrete.
2302. Dimensions of the Pit
The depth of the scale pit shall be not less than 7 feet from the base of the weigh
rails to the finished floor. The width between faces of side walls shall be not less than
10 feet, provided there shall be a horizontal clearance of not less than 16 inches between
the faces of the side walls and the scale parts below the weighbridge and above the
bases of the stands. The length inside the end walls shall be not less than 2 feet greater
than the length of the scale assembly.
2303. Walls of Pit
The side and end wall.s shall be not less than 15 inches (preferably 18 inches) thick
at the top. The foundation walls of the scale house shall be not less than 12 inches
thick at the top and shall be solidly formed to the side walls of the scale pit.
2304. Waterproofing
Where necessary to prevent seepage of water through foundations, scale pits shall
be membrane waterproofed, or waterproofed by methods equally effective.
2305. Drainage
The pit floor shall be pitched to a common point for drainage and shall be smooth
and free from pockets in which water may stand. If the pit floor is below subsurface
water level, the pit shall be drained from its lowest point into a sump adequately equipped
with automatic means for removal of water as it collects.
2306. Approach Walls
Approach walls, or piers of concrete shall be built to extend 15 feet (preferably 25
feet) from the pit face of the end walls and back under the track to preserve line and
surface of tracks. They may be built of a solid mass of concrete or may consist of
parallel walls or piers; however, the latter construction shall have a single footing sup-
porting both walls. Where necessary to obtain safe bearing capacity the approach walls
shall extend to the same depth as the pit walls.
2307. Wall Batter
Wall surfaces next to earth subject to freezing shall be constructed with a batter of
not less than 1 to 12. For extreme low temperatures, the batter should be not less than
1 to 6, and should extend not less than 3 feet below the ground surface.
2308. Footings or Piers for Lever Stands
Concrete footings or piers supporting the lever st:nds shall be not less than .30
inches thick. Their tops shall be above the floor a surficient distance to prevent the
accumulation of water under the bases of stands, and shall be finished to exact level
and elevation to receive the lever stands directly without the use of shims or grouting.
If the scale is of a type having main levers or parts of the bearing asfemblies that hang
below the base,; of the main lever stands, the i^iers shall be provided with reces.ses of
a size to give clearance of not less than 1.5 inches, and so formed as to prevent accumu-
lation of dirt. (See also Article 307.)
2309. Pit Floor
The floor of the pit may be a mat uf concrete approximately as thick as that required
to support the main lever fulcrum stands, or, if local conditions permit, the thickness may
be reduced to not less than 6 inches. (See Article 2,505 for drainage requirements.)
2310. Anchor Bolts
Anchor bolts embedded in concrete a minimum of 15 inches shall be provided in
foundations for lever stands to match the bolt holes provided for securing the stands.
2311. Floating Levers
Floating levers shall be anchored to resist not less than twice the up-pull produced
by the capacity live load.
___^ Yards and Terminals 81
2312. Deck Beam Supports
For deck beam supports, inverted T-rails, or old rails, or equally effective metal
bearings shall be set in each side wall of the pit with the center of bearings not less than
6 inches from the inside of the pit wall. Such bearings shall not be fastened to trans-
verse beam.-.
2313. Weighbeam Foundations
The pillars supporting the weighbeam shelf shall rest upon a reinforced concrete
floor, or steel beams, or reinforced concrete beams, but the pillars and supporting beams,
if u.-ed, shall be independent of the scale house floor if it is of timber. When necessary
to install the weighbeam in a building other than a regular .scale house, the pillar support
shall rest on foundations independent of the building.
2314. Ventilation
Scale pits shall be ventilated to meet the needs of each particular case, the object
being to prevent condensation on the metal parts.
2315. Entrance to Scale Pit
Entrance to the scale pit shall be either through the floor of the weighbeam house or
the foundation wall, preferabl.\- the latter. The opening shall be closed by a door
suitably fastened to prevent unauthorized entry.
2316. Safety Piers
Suitable piers, columns, or other supports should be provided to prevent excessive
drop of the girders should failure of the scale parts occur.
(XXIV) SETTING OF THE SC.^LE
2401. Fastening of Stands
After alining the lever stands, the anchor bolt holes in the castings shall be tilled
with cement or other suitable material, washers applied to the anchor bolts, and the
nuts run solidly home.
2402. Alinement
All levers shall be level and connections plumb.
(XXV) WEIGHBEAM HOUSE
2501. Design
Except where the weighbeam is mounted in an adjacent building, a suitable and
substantial house shall be provided for the weighbeam and weighing oflice. The minimal
inside width of the house shall be 4 feet, and the minimal length shall be sufficient to
allow the installation of a shelf and weighbeam of proper capacity, together with acces-
sories. It shall be provided with a bay window, or front and end vsindows, located with
the sill about on a level with the top of the beam shelf, and of sufficient size to give
the weigher a clear and unobstructed view of the scale deck and approaching cars.
The windows shall be glazed with clear glass, or clear wire glass, free from imperfections.
2502. Clearances
(a) Beam Shelf: .^ clearance of not less than 1 inch shall be provided between
the inside of the scale house and weighbeam supports and shelf.
(b) Track: The lateral clearance between the scale house and the center of any
track shall be not less than 7 feet 6 inches, if not otherwise required by law, or the
purchaser.
2503. Ventilation
A suitable roof ventilator shall be provided for the scale house.
(XXVI) SENSIBILITY RECIPROCAL
2601. Definition
The sensibility reciprocal is the change in load required to turn the weighbeam
from a position of equilibrium in the center of the trig loop to a position of equilibrium
at either limit of its travel.
82 Yards and Terminals
2602. Limit
The sensibility reciprocal shall not exceed 50 pounds.
(XXVII) TOLERANCE
2701. The tolerance in cxce?s or deficiency on the first field test, after Installation
corrections, is O.OS per cent of the applied load, or 50 pounds per 100,000 pounds of
applied load, for any position of the test weight car on the weigh rails. The procedure
outlined in the "Definition of a Standard Test of a Railway Track Scale" shall be
followed.
Appendix D
(5) BIBLIOGRAPHY ON SUBJECTS PERTAINING TO YARDS AND
TERMINALS APPEARING IN CURRENT PERIODICALS
E. E. R. Tratman. Chairman, Sub-Committee; the Committee as a whole.
(A) GENERAL
Air rights — economical commercial development at terminals — .AREA Proceedings, 1036,
page 318.
Clearances for buildings and structures — AREA Proceedings, 1936. page 201.
Clearances — equipment clearances and .\RE.\ diagrams- — Mechanical Division, AAR,
Proceedings, 10,36 — Railway Age, 1036, June 27, page 1035.
Clearances — electrical overhead and third rail — Electrical Section, .\AR-AREA Bulletin 388,
1936, August.
Coordination or unification — A.AR study — Engineering News-Record, 1036. July 23,
page 135^Railway .Age, 1935, November 16, page 642; 1936, January 4, pages 9, 17
and 20; January 25, page 173; .^pril 18, page 656; July 4, page 23.
Coordination or unification — Chicago; unification of passenger and freight terminals pro-
posed; report of V. V. Boatner to Federal Coordinator — Engineering News-Record,
1036, Februar\- 6, page 227; February 27, page ii?: — Railway .\ge, 1936, Febru-
ary 22, page 317; March 14, page 430.
Coordination or unification; economic possibilities — Report of Federal Coordinator of
Transportation, 1935, Februarv 18 and Julv 12 — Railway .\ge, 1935, September 28,
page 397; 1936, April IS, page 656.
Coordination or unification — Freight Traffic Report of Federal Coordinator, 1936, May 6.
Coordination or unification; labor aspect — Railway Age, 1935, December 21, page 824.
Coordination or unification — Merchandise Traffic Report of Federal Coordinator, 1934,
March 22.
Coordination or unification — passenger transport at Buenos .'Vires; law provides for co-
ordination of all form? of passenger transport in the city — Railway Gazette (London),
1936, October 16, page 600.
Coordination or unification — passenger transport at London, England; report of London
Passenger Transport Board, operating suburban railway services, street railways and
bus Hues — Railway Gazette (London), 1936, October 30, page 688.
Coordination or unification — unification proposed for terminals of 60 railways in 11 cities;
report of Federal Coordinator — Engineering News-Record, 1936, February 6, page 227 ;
February 27, page 333.
International frontier stations — (see section (B) of this .Appendix).
Locomotive terminals — at passenger and freight terminals; also for oil-electric locomo-
tives and rail-cars — .ARE.-V Proceedings, 1936, pages 73 and 332.
Stopping and starting trains; analysis of cost — AREA Proceedings, 1936, page 541 —
Railway Age, 1936, March 28, page 523.
Terminals; architectural design — Railway Gazette (London), 1935, December 27, page 1088.
Terminals; definition of term — ARE.\ Proceedings, 1936, page 308.
Terminals — joint terminals; facilities; records for accounting— .\REA Proceedings, 1936,
pages 95, 07 and 595.
Terminals — merger plan proposed by Federal Coordinator — Railway Age, 1936, Febru-
ary 8, page 243; February 22, page 317.
Terminals; organization of staff and management — AREA Proceedings, 1936, page 309.
Terminals — terminal charges; suit between Kansas City Terminal Ry. and tenant lines —
Railway Age, 1935, November 23, page 682.
Yards and Terminals 83
Transportation; methods of regulation — by John S. Worlcy (University of Michigan) —
Engineering New^Record, 1936, June 4, page 837; June 11, page 856; June 18,
page 881; June 25, page 018; July 2, page 19; July 9, page 51; July 16. page 97;
August 20, page 281.
Waterways and railways — by F. E. Morrow (Chicago & Western Indiana R. R.) —
Western Society of Engineers, Journal. 1936, June, page 179.
Waterway vs. railway transportation — Civil Engineering. 1935, July, page 457 — Report
of Federal Coordinator; Railway Age, 1936. Januarv 25, page 173 — Shipping Register
and World Ports, 1936, October 17.
(B) PASSENGER STATIONS AND TERMINALS
Amsterdam. Holland — enlargement of Central Station and track elevation of approach
lines; to be completed in 1940 — Railway Gazette (London), 1935. October 25,
page 692.
Boston — snow melting at South Station; Boston Terminal Co. — Railway Engineering and
Maintenance, 1936. January, page 32.
Camden — stations on rapid-transit line — Engineering News-Record, 1936, June 4, page 812.
Chicago — history of the six terminal station groups — Western Society of Engineers,
Journal, 1936.
Chicago — proposed unification; reducing six stations to four; \'. V. Boatner's plan for
Federal Coordinator — Engineering News-Record, 1936, February 27, page 333.
Cincinnati — proposed use of rapid transit subway — Transit Journal, 1936, September.
page 306.
Florence, Italy — new station for Italian State Railways — x\rchitectural Forum, 1936,
September, page 205.
Havre. P'rance — railway marine terminal station on new quay — Railway Gazette (Lon-
don). 1936, April 10, page 715 — Engineering News-Record, 1934, May 24, page 681;
June 14. page 768.
Kansas City — Kansas City Terminal R\. ; suit over terminal charges to tenants — Railway
Age, 1935, November 23, page 682.
London, Canada — station of Canadian National Rys. — Canadian Railway and Marine
World, 1935. October, page 441.
London, England — inter-station bus service; double-deck busses with baggage compart-
ment; operated by London Passenger Transport Board — Railway Gazette (London),
1036, October 2i, page 663.
London, England — London S: Northeastern Ry.; maintenance on suburban and terminal
lines — Railway Gazette (London), 1935. October 25, page 691.
London, England — Waterloo terminal station. Southern Ry.; new track lajout with 21
stub tracks — Railway Gazette (London), 1936, May 29, page 1036.
Los Angeles — union station for Southern Pacific Co., Atchison, Topeka & Santa Fe Ry.
and Union Pacific R. R.; location and construction— Western Construction News,
1936, August, page 256.
Mexico, D. F., Mexico — reconstruction of Buenavista Station, Mexican Rys. — Railway
Age, 1935, October 26, page 555.
Milan, Italy — snow melting by electric heaters at switches in passenger yard of Central
Station — Railway Gazette (London). 1936, January 3, page 22.
Moscow, U.S.S.R. — stations on new subway line — Engineering News-Record, 1936,
April 9, page 523; July 16, page 94.
Newark, N. J. — station for Pennsylvania R. R., rapid-transit line city subway and bus
lines — Architectural Record, 1936, March, page 199.
New York — Baltimore & Ohio R. R. bus service between New York offices and terminal
station in Jersey City — Railway Gazette (I^ondon), 1936, September 25, page 499.
New York — Erie R. R. passenger ferryboat "Meadville"; New York to Jersey City
terminal — Marine Engineering, 1936, April, page 188.
New York — Pennsylvania R. R. station; in service 25 years; heavy concentrated traffic —
Railway Age. 1935, September 14, page 344; November 2, page 587.
New York — mail terminal erected over station tracks at Pennsylvania R. R. station —
Engineering News-Record, 1935, December 5, page 793 — Railway Age, 1935, De-
cember 7, page 772; 1936, February 29, page 351.
San Jose. Calif. — new station and relocated elevated line through cit}- — Southern Pacific
Bulletin, 1936, January, page 5 — Engineering News-Record, 1936, July 2, page 14.
84 Yards and Terminals
Syracuse — New York Central R. R.; new station and relocated line on track elevation-
Civil Engineering, 10,^5, April, page 25.^ — Engineering News-Record, 1Q,^6, Septem-
ber 24, page 45 7 — Railway Age, 19,?6, October 3, page 476; October 10, page 504.
\'alley Stream, N. Y. — suburban station on track elevation of Long Island R. R. — Archi-
tectural Record, 1936, March, page 178.
Wellington, New Zealand — new terminal station of New Zealand Government Rys.;
stub-type station with seven tracks; track changes — Railway Gazette (London), 1935,
November 1, page 720; 1036, September 25, page 486.
Air rights; commercial use over stations — .\REA Proceedings, 1936, page 318.
Bus sei-vice; Baltimore & Ohio R. R.; New York offices to Jersey City terminal — Railway
Gazette (London). 1Q36. September 25, page 490.
Bus service; London. England — special bus service between passenger stations — Railway
Gazette (London), 1036, October 23, page 663.
Bus stations and terminals; National Trailways Co. — Railway Age, 1936, May 23,
page 837.
Bus terminal — union station at Jacksonville, Fla. — Architectural Record, 1936, August,
page 140.
Cab stands — form of agreement for cab stands at stations; facilities for cab ser\'ice —
AREA Proceedings, 1936, pages 83 and 314.
City planning and railway stations- Railway Gazette (London). 1936, September 4.
page 362.
Coach yards; design and facilities — AREA Proceedings, 1936, page 318.
Fire protection; methods for protection of stations — Railway Fire Protection Associa-
tion, Proceedings, 1035 — Railway Age, I035, October 19, page 495 — (see also "Oil
Tracks", section (C) of this Appendix).
Mail-handHng facililie? — AREA Proceedings, 10,^6, pages 310 and 315 — (see also "New
York — mail terminal" above) .
Pa.-sengers — movements at stations; (0 and from trains; time-speed studies — AREA
Proceedings, 1036, page .U7.
Platforms — Erie R. R. construction of inter-track platforms — Railway Engineering and
Maintenance, 1936, September, page 545.
Platforms and floors; specifications and clearances; platforms for passengers and trucking
—AREA Proceedings, 1036, pages 281. .^00 and 314.
Ramps; for passengers and trucking in large stations — AREA Proceedings, 1936, page 316.
Stations — design, facilities and organization for management^ — AREA Proceedings, 1936.
pages 308, 310 and 312.
Stations — exhibits in stations to interest traveling public — Railway Gazette (London),
1936, October 30, page 684.
Stations — frontier stations on international railway route?- Railway Gazette (London),
1936. April 10, page 69.5 — also "Juridical and Administrative Systems on Frontier
Lines and Stations", Bulletin of League of Nations (published by Allen & Unwin,
40 Museum St., London, England; price three shillings).
Stations — joint facilities; forms of agreement — AREA Proceedings, 1936, pages 94, 97
and ,W8.
Stations — sewage disposal for stations and camps — AREA Proceedings, 1936, page 397.
Stations — small stations; designs — AREA Proceedings, 1936, page 276.
Stations — snow melting by electric heaters at switches of station at Milan, Italy — Railway
Gazette (London), 1936, January 3, page 22.
Stations — street approaches — AREA Proceedings, 1036, pages 310 and 312.
Stations — terminal stations and architectural design — Railway Gazette (London), 1035,
December 27, page 1088.
Ta.xicabs — service at large stations- -.\RE A Proceedings, 1036, pages S3 and 314 — (see
also "Bus Service" above).
Terminal mergers — plan proposed by Federal Coordinator of Transportation — Railway
Age, 1936, February 8, page 243; February 22, page 317.
Track maintenance — work at terminals— Railway Age, 1935, September 28, page 397.
(C) FREIGHT STATIONS, TERMINALS AND YARDS
AUoucz, Wis. — Great Northern Ry.; rebuilding approaches to ore docks — Railway
Engineering and Maintenance, 1936, August, page 475.
Amsterdam, Holland — new classification yards and city freight yards in connection with
track elevation and other terminal work; to be completed in 1940 — Railway Gazette
(London), 1935, October 25, page 692.
Yards and Terminals 85
Baltimore — Baltimore & Ohio R. R.; coal handling and shipping at Baltimore, Toledo
and \e\v York — Baltimore & Ohio Macrazinc, 1935, October.
Chicago — Chicago & Northwestern Ry.; improvements at Wood St., at Proviso Yard,
and at Merchandise Mart; express terminal and produce terminal — Railway Age,
1936. May 30, page S83.
Chicago — terminal coordination proposed in Boatner report to Federal Coordinator —
Railway Age, 1936, February 22, page 317; March 14, page 430 — Engineering News-
Record, 1936, February 6, page 227; February 27, page m.
Colona, Pa. — Pittsburgh & Lake Erie R. R.; coal transfer from barge to car; unloading
machine with 7-ton bucket — Electrical World. 1935, October 26, page 35.
Port aux Basques, Newfoundland — paper-handling terminal; train shed for unloading;
storage shed and shipping pier — Canadian Railway and Marine World, 1935,
November, page 491.
St. Louis — motor freight transfer between terminals at Si. Luuis and East St. Louis by
Columbia Terminals Co. — Railway Age, 1936, August 22, page 2S5.
Syracuse — New York Central R. R.; track elevation and new freight facilities on re-
located line — Civil Engineering, 1935, April, page 253 — Railway .^ge, 1936, October 3,
page 476; October 10, page 502 — Engineering News-Recorcl, 1936, September 24,
page 457.
Wellington, New Zealand — New Zealand Government Rys. ; new yards and engine
terminals — Railway Gazette (London), 1935, November 1, page 720.
Banana handling — methods on English railways — Railway Gazette (London), 1936,
September 25, page 482.
Buildings; insjiection and maintenance — American Railway Bridge and Building Asso-
ciation, Proceedings, 1935, page 119.
Car dumper — Chesapeake & Ohio Ry.; Toledo; coal pier — Railway Age, 1936, October 17,
page 554.
Car rctarders; at coal mine tipple — Coal Age, 1935, October, page 415.
Car retarder.= — hump yard arrangements — AREA Proceedings, 1936, page 323.
Car retarders — "Hump Yard Svstems" — pamphlet published by Signal Section, AAR,
1936.
Car retarders — hydraulic apparatus in hump yard at Hull. England, on London &
Northeastern Ry. — Railway Gazette (London), 1936, January 24, page 145.
Car rctarders; testing and maintenance- -Signal Section, AAR, Proceedings, Vol. 33, No. 1,
1936, page 213. '
City planning; in relation to freight stations — Railway Gazette (London), 1936, Sep-
tember 4, page 362.
Clearances — AREA diagrams and equipment clearances— Mechanical Division, A.AR,
Proceedings, 1036 — Railway Age, 1936, June 27, page 1035.
Coal — Baltimore & Ohio R. R.; coal handling and shipping at Baltimore, Toledo and
New York — Baltimore & Ohio Magazine, 1935, October.
Coal — Chesapeake & Ohio Ry.; coal pier at Toledo — Railway Age, 1936, October 17,
page 554.
Coal — Norfolk & Western Ry.; new pier at Lamberts Point, with bunkering barge —
Railway Age, 1936, April 25, page 705.
Coal terminals; layout; mechanical handling by various methods — AREA Proceedings,
1936, page 33,i
Coal tipple; handling methods — Coal Age, 1936, April, page 139.
Coal tipple — loading cars and barges; Harewoocl, W. Va. — Coal Age, 1936, June,
page 226.
Coal tipples; at different mines — Coal .Age, 1935, October, page 413; 1936, January,
page 13; March, page 97.
Containers — use on English railways for moving furniture and household good.s — Railway
Gazette (London), 1936, October 2, page 513.
Containers — handling by Columbia Terminals Co. at St. Louis and East St. Louis —
Railway Age, 1936, August 22, page 285.
Containers — handling at express company's depot at Surbiton, England, on Southern
Ry. — Railway Gazette (London), 1936, January 17, page 114.
Containers — new type tested — Railway Age, 1936, July 25, page 155.
Containers — Pennsylvania R. R. method — RaDway Age, 1936, January 18, pages 143
and 160.
Containers — report of AAR — Railway Age, 1936, July 18, page 118.
S6 Yards and Tc r m i n a 1 s
Containers — report to Federal Coordinator on extensive use of system — Railway Age,
June 20. page 907.
Containers — si>ccifications and car loading rules — Report of Federal Coordinator, 1934,
July 23— Railway Age. 1Q36. April 18. page 670; May 30. page 892.
Containers — test on Chicago. Rock Island & Pacitk Ry.; truck body on flat car — Railway
Age. 1936, September 26, page 455.
Door-to-door service — .^.AR discussion— Railway .\gc. 1Q35, November 16. page 642.
Door-to-door service- .\merican Trucking .\ssociation opposes railway service — Railway
Age, 1036, April 18, page 669.
Door-to-door service — eastern roads' practice — Railway Age. 1936, February 1, page 226;
February 8. page 254; May 9, page 770.
Door-to-door service — Federal Coordinator's Report. 1933. September 28.
Door-to-door service — form of agreement — AREA Proceedings, 1936, page 85.
Door-to-door service— German railways haul freight cars on transfer trucks over roads
and narrow-gage railways between freight houses and factories— Railway Gazette
(London). 1936, October 30, page 702.
Door-to-door service — highwa_\- trucking competition — Engineering News-Record, 1936,
January 30. page 171.
Door-to-door service — horse and mechanical traction study in England — Railway Gazette
(London), 1036. January 17, page 117.
Door-to-door service — Interstate Commerce Commission hearings — Railway Age, 1936,
June 27, pages 1056 and 1058; July 4, pages 29 and 31; July 11, page 83; August 1,
page 188; September 26. page 456.
Door-to-door ser\'ice — LCL service — Railway Age. 1936. January 25, page 170.
Door-to-door service — new developments and opposition — Railway Age, 1936, Janu-
ary 11, page 128.
Door-to-door service — New York Railroad Club discussion — Railway Age, 1936,
April 25, page 687.
Door-to-door .-ervice — Pennsylvania R. R. — Railway Age, 1936, March 7, page 411.
Door-to-door scrvicc^ — western roads' practice — Railway Age, 1935, December 21,
page 821.
Elevators — freight house equipment — AREA Proceedings, 1936, page 327.
Elevators, grain — (see "Grain Elevators" herein).
Express terminals— Chicago ; Chicago & Northwestern Ry. — Railway Age, 1936, May 30.
page 883.
Express terminals — London, England; containtM- handling at terminal of Carter Paterson
Co. — Railway Gazette (London), 1936, Januan,- 17, page 114.
Express terminals — London. England; Pickford Co's suburban receiving, sorting and
shipping station, with warehouse — Railway Gazette (London), 1035, November 8,
page 785.
Express terminals — Manchester, England; express company's handling and sorting of
package freight at Sutton depot — Railway Gazette (London), 1936, April 10,
page 704.
Express terminals — Southern Ry. (England) ; container handling at Surbiton — Railway
Gazette (London), 1036. January 17, page 114.
Express terminals — Railway Express Agency; new type of truck — Railway Age, 1935,
December 28, page 867.
Express terminals — Railway Express .\gency ; dispatching system at Chicago — Railway
Age, 1936, January 25, page 191.
Fire protection ; freight houses and buildings — Railway Fire Protection Association,
Proceedings, 1935 — Railvva} Age, 1935. October 10. page 512.
Fire protection- — tracks for loading and unloading inflammable liquid.s — Report of Elec-
trical Section, AAR-AREA Bulletin 388. 1936, August, page 58.
Freight handling — damage claims reduced by care in handling — Railway Age, 1936,
May 9, page 771.
Freight handling — damage reduced by improved equipment — Freight Claim Division,
AAR — Railway Age, 1936, June 13, page 955.
Freight handling — horse vs. mechanical handling — Railway Gazette (London), 1936,
January 17, page 117.
Freight handling — Report of American Association of Railroad Superintendents — Railway
Age, 1936, June 27, page 1020; August 1. page 177; August 8, page 211.
Yards anfl Terminal? 87
Freight handling — tractor-trailer handling at marine freight house — Marine Engineering,
1936, June, page 333 — (see also "Cargo Handling", section (D) of this Appendix).
Freight handling — trucking at freight houses; cost of operation — AREA Proceedings.
1936, page 326.
Freight houses; concrete lloors for — Railway Engineering and Maintenance, 19.^6.
August, page 486.
Freight houses; elevator equipment for — .\REA Proceedings. 1936, page 327.
Freight houses and transfer stations; features of general design — ARE.\ Proceedings.
1936, page 325.
Freight terminals — design; yard layout; facilities — AREA Proceedings, 1936, page 321.
Freight transfer — motor transfer between freight stations at St. Louis and East St.
Louis by Columbia Terminals Co. — Railway Age, 1936, August 22, page 285.
Freight yards — expediting handling of cars through — American Association of Railroad
Superintendents Proceedings, 1036 — Railway Age, 1936, June 2 7, page 1020;
August 1, page 177; August S, page 211; September 26, page 445.
Freight yards — general design; facilities; requirement? — ARE.A Proceedings, 1Q36,
page 320.
Freight yards— maintenance gangs; large or small — Railway Engineering and Maintenance.
1936, March, page 183; April, page 249.
Fruit traffic— ?pecial service on English railway? — Railway Gazette (London), 1936,
September 25, pages 482 and 495.
Grain elevators; Canadian port.?— Canadian Railway and Marine World, 1035, November,
page 525; 1936, March, page 135; September, page 409.
Grain elevators — railway facilities — .AREA Proceedings. 1936, page 330.
Grain elevators — railway ownership and leasing — Reports of Federal Coordinator, 1034,
August 30; 1936, May 29— Railway .\ge, 1936, June 6, page 914.
Hump yards — automatic devices; operation — Railway Gazette (London). 1936, August 14,
page 255.
Hump yards — communication to switching locomotives — Railway Gazette CLondon),
1936, July 16, page 38.
Hump yards; design and layout — .AREA Proceedings, 1936, page 322.
Hump yards— London S: Northeastern Ry., England; Hesle and Mottram yards; hy-
clraulic car retarders; Mottram yard with two ladders, five turnouts from each, and
two tracks for each turnout; 3 per cent starting gradient — Railway Gazette (Lon-
don), 1935, October 18, page 631; 1936, January 24, page 145.
Hump yards — pamphlet on ''Hump Yard System?" (100 pages); chapter 21 of "Ameri-
can Railwav Signalin<r Principle? and Practice" — published bv the Signal Section.
AAR, 1936.'
Icing — facilities for servicing California fruit and perishable freight — Railway Age, 1935.
December 28, page 854.
Industry tracks^form of agreement with railway — ^.ARE.A Proceedings, 1936, page 93.
Industry tracks; maintenance re5pon?ibility — Pennsylvania R. R. vs. Merchants Ware-
house Co., Philadelphia — Railway .Age, 1936, March 21, page 512.
Joint terminals — facilities and agreements for — .ARE.A Proceedings, 1936, pages 05, 07
and 595.
LCL service^door-to-door service — Railway Age, 1936, January 25, page 170.
LCL service — Great Western Ry. (England); efficient handling in trains and at freight
stations — Railway .Age, 1935, November 9, page 606.
LCL service — pooling of service — Report of Federal Coordinator — Railway Age, 1936,
June 6, page 917.
Merchandise traffic — Canadian National Rys.; terminal facilities — Railway Age, 1935,
December 28, page 858.
Merchandise traffic — Report of Federal Coordinator of Transportation, 1934, March 22.
Oil tracks — protection from fire due to electric spark.? — Report of Electrical Section,
AAR-AREA Bulletin 388, 1936, August, page 58,
Ore docks — .Allouez, Wis.; Great Northern Ry.; rebuilding approache? — Railway Engi-
neering and Maintenance, 1936, August, page 475.
Piers — (see "Coal" above — see also section (D) of this Appendix).
Produce terminals — service for California produce and perishable freight — Railway Age,
1935, December 28, page 854.
Produce terminals — Chicago; Chicago & Northwestern Ry. — Railway .Age, 1936, May 30,
page 883.
Yards and Terminals
Produce terminals — facilities required; general design — AREA Proceedings, 1936, page 328.
Produce terminals — Port aux Basques; Newfoundland Ry.; fruit handling terminal with
sheds and shipping pier — Canadian Railway and Marine World, 1935, November,
page 491.
Rail-and-road service — Baltimore & Ohio R. R.; Chicago Great Western Ry.; Great
Northern Ry.; Chicago, Rock Island & Pacific Ry.; etc. — Railway .\ge, 1936,
March 28, pages 548 and 553; May 16, page 811; May 23. pages 841 and 842;
May 30, page 883; September 26, page 455.
Rail-and-road .-ervice — Canadian National Rys. — Canadian Railway and Marine World,
1935, September, pagi- 422; October, page 472.
Rail-and-road service- — English railways; fruit-handling service — Railway Gazette (Lon-
don), 1936, September 25, page 495.
Rail-and-road service — New York, New Haven & Hartford R. R. — Railway Age, 1935,
December 28, page 863; 1936, July 25, page ISO.
Rail-and-road service — Northern Pacific Ry. — Railway Age, 1936, February 22, page 324.
Rail-and-road service — Southern Pacific Co, — Railway Age, 1936, January 25, page 183.
Rail-and-road service — truck-ferry system; motor trucks on cars— Chicago Great West-
ern Ry.; Mound City & Eastern Ry.; Chicago, North Shore & Milwaukee R. R.—
Railway Age, 1935, November 23, page 673; 1936, August 22, page 292; October 24,
pages 601 and 603.
Scales — motor truck scales for railway service; specifications — AREA Proceedings, 1936,
pages 357 and 963.
Scales — railwav track scales; specifications — AREA Proceedings, 1936, pages 211, 212,
332, 344 and 963.
Scales — report of National Bureau of Standards track scale testing service, abstracted —
Railway Age, 1936, April 18, page 652.
Scales — track scales with standard and narrow gage weigh rails; Great Northern Ry. —
Railway Engineering and Maintenance, 1936, January, page 29.
Skates — track skates for gravity switching — "Hump Yard Systems", published by Signal
Section, AAR, 1936.
Switches; for car retarder layouts — "Hump Yard Systems", published by the Signal
Section, AAR, 1936.
Switching locomotives; butane-electric— -.\cme Steel Co.— Railway Age, 1935, December 21,
page 819.
Switching locomotives; oil and oil-electric — costs — Railway Age, 1935, October 26,
page 525; 1936, February 1, page 222 — Canadian Railway and Marine World, 1935^]
September, page 403; December, page 583.
Switching locomotives; oil-electric — Illinois Central System; New York, New Haven &
Hartford R. R. — Railway Mechanical Engineering, 1936, May, page 197 — Railway
Age, 1936, April IS, page 646; .August 20, page 304; October 31, page 615.
Switching locomotives; oil-electric — Report of Mechanical Division, AAR — Railway Age,'^
1936, June 27, page 1045.
Switching locomotives; steam; 200 tons; 0-10-2 type — Union R. R. — Railway Age, 1936,'
July 18, page 105; October 17, page 570.
Team yards; design and features — AREA Proceedings, 1936, page 328.
Terminal capacity; as affected by sohd trains — AREA Manual, 1929, page 1421.
Track maintenance; in terminals and yards — Railway Age, 1935, September 28, page 397.
Tunnel — union freight tunnel to connect Brooklyn, N. Y., and Greenville, N. J. — Railway
Age, 1935, September 21, page 378.
Warehouses — freight warehouses; facilities and features of design — .^REA Proceedings,
1936, page 327.
Warehouses — storage charges — Interstate Commerce Commission report — Railway Age,
1936, July 4, page 31.
(D) RAIL-AND-WATER TERMINALS
Bayonne, N. J. — Municipal bonds issued for rail-and-water terminal — Engineering New.s-
Record, 1935, December 19, page 867; 1936, April 30, page 647; July 16, page 102.
Cartagena, Colombia — new jiiers, sheds, and railway facilities— Engineering News-Record,
1935, November 21, page 710.
Colona, Pa. — -barge-to-car coal transfer; Pittsburgh & Lake Erie R. R. — Electrical World
1935, October 26, page 35.
Yards and Terminals 89
Fort William and Port Arthur, Canada — port and railway facilities — Canadian Railway
and Marine World, 1035, November, page 523.
Halifax, Nova Scotia — history and present facilities of the port — Canadian Railway and
Marine World, 1935, December, page 565.
Hamilton, Canada — harbor and facilities — Canadian Railway and Marine World, 1935,
October, page 477.
Havre, France — passenger station on "French Line" quay — Railway Gazette (London),
1936, April 10, page 715 — Engineering News-Record, 1934, May 24, page 681;
June 14, page 768.
Houston — description of marine, railway and industrial facilities — Houston Port Book
(Houston Port Commission), 1Q36.
Los Angeles — port facilities — Civil Engineering, 1Q35, September, pages 519 and 577;
December, page 803.
Montreal — port facilities — Canadian Railway and Marine World, 1935 May, page 287;
1936, June, page 288; August, page 386.
Newport News — Chesapeake & Ohio Ry.; reconstruction of timber piers — Wood Preserv-
ing News, 1936, October, page 123.
New York — Erie R. R.; passenger ferryboat "Meadville" to Jersey City terminal —
Marine Engineering, 1936, April, page 188.
New York — "free port" zone on Staten Island — Engineering News-Record, 1936, Feb-
ruary 6, page 227.
New York — piers 1100 feet by 125 feet for SS Normandie and SS Queen Mary — Engi-
neering News-Record, 1936, June 11, page 861; August 20, page 281.
New York — railway operations and ferries in New York Harbor — by J. H. Lofland
(New England Steamship Co.) — New York Railroad Club, Proceedings, 1936 —
Railway Age, 1936, March 21, page 406 — Marine Engineering, 1936, May.
New Westminster, Canada — port and facilities — Canadian Railway and Marine World,
1936, April, page 182; July, page 341.
Port aux Basques, Newfoundland — Newfoundland Ry.; paper-shipping terminal —
Canadian Railway and Marine World, 1Q35, November, page 491.
Port Everglades, Florida — Florida East Coast Ry.; new car ferry port — Shipping Reg-
ister and World Ports, 1936, March 7 — Railway Age, 1935, November 2, page 591.
St. John, New Brunswick — new piers and quays — Engineering News-Record, 1936, Octo-
ber 22, page 569 — Canadian Railway and Marine World, 1935, November, page 530;
1936, January, page 36; October, page 483.
San Francisco — new steamship piers — Engineering News-Record, 1936, September 10,
page 386.
San Francisco — water supply to ship? — Engineering News-Record, 1936, March 28,
page 776.
Seattle — reconstruction of water front, sea wall, and railway tracks — Marine Engineer-
ing, 1936, September, page 518 — Engineering News-Record, 1935, December 12.
page 833.
Toronto — port and port facilities — Canadian Railway and Marine World, 1935, Sep-
tember, page 427.
Vancouver — port and facilities — Canadian Railway and Marine World, 1935, October,
page 481; 1036, February, page 83; March, page 134; September, page 432.
Car ferries; American and foreign — history; equipment; operation; landings — AREA
BuOetin 387, 1936, July.
Car ferries; Danish State Railways, 1872-1036; nine ferry crossings — International
Railway Congress, Bulletin, 1036, June, page 609.
Car ferries — Dover (England) to Dunkerque (France); operation begun October, 1036;
sleeping car service between London and Paris — Railway Gazette (London), 1936.
October 2, pages 514 and 525; October 16, page 618 — The Engineer (London), 1936,
October 9, page 377; October 16, page 404 — Railway Age, 1936, October 31,
page 626 — Engineering News-Record, 1936, November 5, page 638.
Car ferries; Florida East Coast Ry. — new facilities at Port Everglades — Railway Age,
1935, November 2, page 591.
Car ferries; Lake Michigan — Marine Engineering, 1036, April, page 196; May, page 250.
Car ferries; New York Harbor; railway service — Railway Age, 1936, March 21,
page 496 — Marine Engineering, 1936, May, page 258.
Cargo handling — Marine Engineering (an article every month).
90 Yards and Terminals
Coal shipping plants — various types of equipment at railway shipping ports — AREA
Proceedings, 1936, page i33.
Free ports; American and foreign — Shipping Register and World Ports, 1936, October 24.
Free port? — Canadian law for establishing ports — Canadian Railway and Marine World,
1936. July, page 343.
Free f>ort ; New York Harbor; proposed establishment— Engineering News-Record, 1936,
February 6. page 227.
Grain elevators; on the St. Lawrence River — Engineering News-Record, 1936, Febru-
ary 20, page 300; September 17, page 421.
Package freight — passenger and package freight traffic on the Great Lakes — Marine
Engineering, 1936, October, page 550.
Piers— Baltimore & Ohio R. R.~coal-handling at Baltimore, Toledo and New York-
Baltimore & Ohio Magazine, 1935, October.
Piers— Chesapeake & Ohio Ry.— coal-handling at Toledo— Railway Age, 1936, October 17,
page 554,
Piers— Chesapeake & Ohio Ry. — reconstruction of timber pier at Ne\\q}ort News — Wood
Preserving News, 1936, October, page 123.
Piers — Norfolk & Western Ry. — coal pier at Lamberts Point— Railway Age, 1936,
April 25, page 705,
Piers — Cartagena, Colombia — shipping piers, sheds, and railway facilities — Engineering
News-Record, 1935, November 21, page 710,
Piers— New York— 1100 feet long for SS Queen Mary and SS Normandie — Engineering
News-Record, 1936, June 11, page 861; August 20, page 281.
Piers — St. John, New Brunswick — new shipping piers and quays — Engineering News-
Record, 1936, October 22. page 569 — Canadian Railway and Marine World, 1935,
November, page 530; 1936. January', page 36; October, page 483.
Piers — San Francisco — new steamship piers — Engineering News-Record, 1936. Septem-
ber 10, page 386.
Port Authorities— Canada replaces harbor commissioners at individual ports with a gov-
ernment bureau; Canada Harbor Board — Marine Engineering. 1935, December,
page 485 — Canadian Railway and Marine World, 1936, October, page 457 — Engi-
neering News-Record. 1936, March 26, page 476.
Port Charges — problem of charges at rail-and-water terminals operated by railways,
municipalities, and private companies — Houston Port Book (Houston Port Com-
mission), 1935, November; 1936. May — Association of Port Authorities, Proceedings,
1935— Railway .\ge, 1935, November 16, page 646; 1936, April 4, page 590.
Railway freight transfer — New York Harbor service; equipment and methods — Marine
Engineering, 1936, May, page 258 — Railway ."Vge, 1936. March 21. page 496.
Railway docks — railway ownership of docks in England^Railway Gazette (London)
1936, May 1, page 877; June 5, page 1072.
Self-unloading steamers; operation on the Great Lakes — Marine Engineering, 1936, June;
page 318.
Water supply; for ships in San Francisco Harbor — Engineering News-Record, 1936,
May 28, page 776.
Appendix E
(8) OUTLINE OF COMPLETE FIELD OF WORK
OF THE COMMITTEE
Hadley Baldwin. Chairman, Sub-Committee; the Committee as a whole.
Terminals
(A) ControUing factors and requirements
(B) Municipal interest and participation
(C) Departmental segregations
1. Freight service
2. Passenger service
3. Engine houses and shops and appurtenant facilities, including tracks
4. Heating, lighting, and power plants, and appurtenant facilities, including
tracks
Yard? and Terminals 91
5. Scale?: Design, location, erection, maintenance, operation
6. Signaling; interlocking; systems of communication: Scope of installation,
immediate and prc^pective
(D) Joint terminals
1. Special consirierations
2. Organization, development, cooperation
(E) Interrelated arrangement of all terminal feature?, sequentially or otherwise.
calculated to afford maximal expedition, convenience and efficiency of the
ensemble
(F) Thorough determination of the essential details and the required capacity of
each feature of the ensemble
(G) Lccnmotive fuel and water supply facilities
2. Passenger Terminals
(A) Comprehensive determination of features and capacities required for present
and anticipated functions b.\- study of volume and character of traftk in
relation lo through and suburban service, and, with due regard to cost,
the selection of type and location
(B) Passenger Station proper
1. Main building, its interior areas, their functions, concessions and arrangement
2. Passenger thorofares: Corridors, ramps, escalators, stairways, etc.
3. Station tracks and platforms, their shelters, functions and dimensions;
facilities for servicing cars (air, water, steam, electricity, etc.)
4. Auxiliary buildings for handhng mail and expre.?s and possibly baggage, and
their appurtenant platforms and driveways with due regard to their
track requirements
5. Baggage, mail and express station trucking thorofares
6. Street approaches, roadways, platforms and parking spaces for taxicabs
and other public and private vehicles handling railway patrons
7. Special facilities, where required, for train-air transport, train-bus trans-
port, and train-water transport transfers
8. Development of air right? and office ?pace for lease
(C) Tracks
1. Station tracks and their throat connections
2. Coach yards, including buildings for supplies and facilities for inspecting.
cleaning and repairing equipment
3. Yard for serving mail building and for the loading and unloading of
carload mail
4. Yard for serving express building and for the loading and unloading of
carload express
5. Special tracks for sleepers occupied or to be occupied before or after train
movement, business car?, exhibition cars, trash cars, fuel supply cars
6. Yard inter-communicating running (thorofare) tracks
3. Freight Terminals
(A) Comprehensive determination of character and volume of traffic, required
capacities, design, location, accessibility, etc.
(B) Yards
1. Location of ensemble and its relation to main tracks
2. Functions: Receiving, classification, departure, house, bulk, transfer, re-
pair, holding, storage, icing, elevator, coal transfer, etc.
3. Special tracks: Caboose, bad order, private, etc.
4. Yard inter-communicating running (thorofare) tracks
(C) Buildings and appurtenant facilities
1-a. Freight houses, either separate or combined, for inbound and outbound
LCL freight, for freight transfer, for produce terminal service, and for
rail-water transport transfer ser\-ice
1-b. House and team track platforms, driveways and mechanical handling
facilities
I
92 Y a rds and Terminals
2. Special provisions where necessary to accommodate —
(a) Pick-up and delivery service
(b) Freipht forwarding companies
(c) Railway owned and operated highway or waterway transport
companies
(d) Other trucic service: Private, contract, common carrier
Under each general subject, the current Committee study should include —
(a) Revision of the Manual
(b) Adherence to recommended practice
(c) Progress in the science and art
(d) Bibliography
(e) Outline of work for the ensuing year
Cljarles Patterson iWcCauglanlJ
Charles Patterson McCausland, Engineer of Surveys, Western Maryland Railroad!
died at his home in Baltimore, Md., November 4, 1936. He was admitted to memberi
ship in the American Railway Engineering Assocation on November 28, 19.56, and
appointed a member of the Committee on Yards and Terminals in 1Q26, serving thereon
continuously until his death.
Mr. McCausland was a conscientious and hard-working member of the Committee,
and contributed materiallv to its work. His loss will be keenlv felt bv his associates.
REPORT OF COMMITTEE XIII— WATER SERVICE,
FIRE PROTECTION AND SANITATION
R. C. Bard WELL, Chairman;
W. M. Bark,
R. W. Chorley,
R. E. COLGHLA.V,
W. L. CURTISS,
J. H. Davidson,
B W. DeGeer,
G. E. Durham,
R. N. Foster,
C. H. Fox,
VV. P. Hale,
J. P. Haxley.
H. M. HOFFMEISTER,
R. L. Holmes,
A. W. Johnson,
H. F. King,
C. R. Knowlks,
J.J. Laudki,
O E. M.xcE,
Ray McBrl^n,
M. E. McDonnell
W. A. McGee,
H. L. McMuLLiN,
R. H. Miller,
E. R. Morris,
L B. Paine,
A. B. Pierce,
W. G. POWRIE,
W. A. Radspinner,
O. T. Rees,
E.M.Grlme, Vice-Chairman,
Owen Rice,
C. P. Richardson,
H. L. Roscoe,
J. A. Russell,
H. E. SiLCOx,
D. A. Steel,
R. M. Sttmmel,
C. P. Van Gundy,
H. W. Van Hovenbero,
R. E. VVachter,
J. C. Wallace,
J. B. Wesley,
A. E. Willahan,
J. B. Young,
Committee.
To the American Raihvay Engineering Association :
Your Committee respectfully presents herewith its report covering the following
subjects:
(1) Revision of Manual. Progress in study — no report.
(2) Relation of railway fire protection equipment to municipal and privately-owned
waterworks (Appendix A). It is recommended that the report be received as information
and the subject discontinued.
(3) Use of phosphates in water treatment (Appendix B). Recommended that the
report be accepted as information and the subject discontinued.
(4) Cause of and remedy for pitting and corrosion of locomotive boiler tubes and
sheets, with special reference to status of embrittlement investigations (Appendix C).
It is recommended that the report be accepted as information and the subject continued.
(5; Value of water treatment with respect to estimating and summarizing possible
savings effected. Progress in study— no report.
(6) Methods of analysis of chemicals used in water treatment (Appendix D). It
is recommended that the methods of analysis of sulphate of alumina be adopted for
publication in the Manual. It is further recommended that the methods for analysis of
salt to be used in the regeneration of zeolite water softeners be received as information
and the subject discontinued.
(7) Progress being made by Federal or State authorities on regulations pertaining
to railway sanitation, collaborating with Joint Committee on Railway Sanitation, AAR.
(Appendix E). It is the recommendation of your Committee that the report be received
as information and the subject continued.
(8) Clarification and disinfection of -mall raihvay drinking water supply. Progress
in study — no report.
(9) Determination of and means for reduction of water supply (Appendix F) . It
is recommended that the report be received as information and the subject discontinued.
(10) Classification of water service material, collaborating with Purchases and
Stores Division. Progress in study — no report.
Bulletin 389. September, 1936.
93
94 Water Service, Fire Protection and Sanitation
(11) Rules and Organization, reviewing subject-matter in Chapter XII in 1929
Manual and Supplements thereto pertaining to Water Service, Fire Protection and Sani-
tation. Owing to the ruling of the Board Committee on Outline of Work, this subject
has been discontinued from further study.
(12) Outline of complete field of work of the Committee (.Appendix G). Progres.-
report as information.
The Committf.k o.v Water Service. Fire Protection and Sanitation,
R. C. Bardwei.l, Chairman.
Appendix A
(2) RELATION OF RAILWAY FIRE PROTECTION TO MUNICIPAL
AND PRIVATELY-OWNED WATERWORKS
W. A. Radspinner, Chairman, Sub-Committee; C. H. Fox, A. W. Johnson. H. F. King,
W. A. McGee, L. B. Paine, A. B. PieVce, C. P. Richardson, J. A. Russell, R; E.
Wachter, J. C. Wallace, A. E. Willahan.
This subject was assigned your Committee in 1934 and progress was reported in 1935.
The information and data given here has been obtained from engineers of the under-
writers and from the railroads.
A questionnaire was prepared and distributed to member roads and it was found
that the railroads were, in some cases, not sure of what rates they were paying to mu-
nicipal and privately-owned waterworks for fire service charges and that there was very
little data available for comparative purposes. There was no available data or universal
yardstick on which the charges were based.
It was found, on the other hand, that fire service charges have been discussed
widely in the waterworks profession for many years, yet there has been and is today
a wide variation in the practices of waterworks companies in levying charges for public
and private fire service. Such service may be given either by municipalities or private
water companies, both types of which are included in the data given in this report.
Public fire protection is a governmental function and for such service public fire
departments consisting of apparatus and men are maintained by municipal funds obtained
from the general tax levy. In the case of a private water company, the municipality
pays direct for fire protection service. There appears to be a question as to whether
some railroads are receiving the service from their taxes that are due them.
The -Associated Factory Mutual Fire Insurance Companies made a national survey
of fire service charges in 1930. The National Fire Waste Council in 1931 issued a
pamphlet entitled "Water Charges for Public and Private Fire Protection" and in 1932
the National Fire Protection Association's committee on Public Water Supplies for
Private Fire Protection issued a pamphlet on "Water Charges," calling attention to lack
of uniformity in the practice of some water companies in charges made for water
service for private fire protection
The object of both public and private fire protection is the same, namely, to extin-
guish fire with maximum effectiveness and minimum damage. The progressive property
owner, by the installation of modern devices, such as sprinklers and standpipes, at his
own expense extends the fire fighting facilities in the street to his building and, to that
extent, the function of the municipality to extinguish fire is more effectively accomplished.
When the public fire departments use public hydrants and water to combat a fire in an
unsprinklered property there is a complete segregation of part or all of the water system
Water Service, Fire Protection and Sanitation 9S
until the fire is extinguished. Public fire protection has been partly or wholly with-
drawn from the general use and given over to private use and benefit, just as much as
though a private automatic sprinkler had gone into action. The use which every citizen
is thus making of the pubhc fire and water departments is just as much for his exclusive
and private benefit as is any use which he can make, in time of fire, of a private hydrant
or automatic sprinkler.
Modem building codes require automatic sprinklers and standpipes in many types
of buildings depending on occupancy, height, type of construction and location. Private
standpipes are an extension of the public facilities in the street. Without them the
public fire department could not operate in the upper floors of high buildings.
Charges for Private Fire Protection
Water service for fire protection is a ".>land-by'' service ready to deliver a large
amount of water for extinguishment of fire but seldom called upon to actually do so.
Charges for fire service are "readiness-to-serve" charges.
Readiness-to-Serve Criarge
As a condition precedent to allowing a rcadiness-to-serve charge or fixing the
amount of such a charge, it should be definitely shown that the waterworks incurs a
cost on standing-by to serve private fire protection, and the nature and amount of such
cost, if any.
The additional capacity for fire protection, in the lorm of water storage, pumping
equipment, pipes sufficient to supply the fire demand simultaneously with the maximum
domestic demand and other appurtenances which are incorporated into waterworks sys-
tems, represents additional investment. The cost of this additional investment and inci-
dental operating expenses aie fixed by the demand upon the system for fire protection
and are the bases for the readiness-to-serve charge for fire protection. The amount of
water actually used for private fire protection is so small as to be of no consequence.
It is general practice not to charge for water used in extinguishing fires.
The fire protection water demand of a city must be taken as a unit. It is deter-
mined by the fire risk of the city as a whole and is expressed by well-recognized standards
as so many thousands of gallons per minute or the number of fire streams necessary to
give the entire city adequate protection. If the number of outlets were increased over
what is required for adequate protection, the fire risk of the city as a whole and the
number of fire streams needed for adequate protection would remain exactly the same,
the demand upon the system for protection would remain exactly the same and no
additional burden of cost would be thrown upon the waterworks thereby. If the public
fire protection is adequate, the capacity demands and costs of fire protection are defi-
nitely established. As the fire demand is made by the fire risk of the city as a unit and
not by the outlets in excess of those needed for basic adequacy, so the capacity costs
should not be measured by the number of fixtures through which the demand is supplied.
Present Practice Regarding Charges
Information collected by means of a questionnaire in 1930 indicates that practically
all of the large cities in the United States have adopted principles similar to those out-
lined in this report as a basis for private fire service charges; that is, when the property
owner pays all installation costs, including that of the connection, either no charge at
all is made or only a nominal charge sufficient to cover the cost of maintenance and
inspection. The majority of the smaller communities, where the waterworks are munici-
pally owned, have likewise recognized their obligation to furnish fire protection and
they follow the same practice.
96 Water Service, Fire Protection and Sanitation
On the other hand, a tew of the municipally-owned waterworks and some private
water companies levy charges which are very high and discourage the installation of
private fire protection. These charges are on a more or less arbitrary basis such as the
size of connection, number of hydrants, or number of sprinkler heads.
In some cities the revenues derived from the limited number of private fire service
connection? is such that the owners of a small part of the total taxable property pay
a sizable portion of the total revenue from fire protection.
In the lOiO census there are 93 cities in the United States with a population over
100,000. Information concerning charges for private fire service was received in 1930
from 84 of them. Forty-five of this number either make no charge, or an annual charge
of $15 or less for a 6 inch private fire service connection as indicated in the following
list. For the purpose of this tabulation the figure $15 is arbitrarily taken without
attempting to set up any standard for maintenance and inspection charges, which may be
expected to vary in accordance with local conditions.
Annual Charge, for Annual Charge for
City 6 in. connectio7i City 6 in. connection
Nevvf York, X.V None Oklahoma City, Okia None
Chicago, 111 None Richmond, Va None
Philadelphia, Pa None Hartford, Conn None
St. Louis, Mo $5.00 New Haven, Conn None
Baltimore, Md .$5.00 Springfield, Mass. (4 in.) None
Boston, Mass. (4 in.) $10.00 San Diego, Calif $12.00
Bufialo. N.Y $12.00 Bridgeport, Conn None
Washington, D.C None Salt Lake City, Utah $6.00
Minneapolis, Minn Inspection Fee Jacksonville, Fla None
Cincinnati, Ohio None Albany, N.Y None
Newark, N.J ($7.50 with meter Trenton, N.J $10.00
Low service ($15.00 without metei Camden, N.J None
Kansas Citv, Mo $12.00 Erie, Pa None
Seattle, Wash $6.00 Spokane, Wash $12.50
Jersey City, N.J None Fall River, Mass None
Portland, Ore $7.20 Cambridge, Mass None
Houston, Te.xas None New Bedford, Mass None
Toledo, Ohio $10.00 Wilmington, Del None
Dallas, Texas None Canton, Ohio None
Providence, R.I $8.00 Sommerville, Mass None
Syracuse, N.Y None Lynn, Mai^s None
Dayton, Ohio $5.00 Tampa, Fla $5.00
Worcester, Mass None Lowell, Mass None
The railroads may be interested in checking the price they are now paying against
those shown in the above list. One system found that it pays $3,098.00 annually for
the right to use its own fire fighting facilities, that are paid for, installed and maintained
to better protect its property, assist the water works companies and help protect adjoin-
ing property not its own.
Such conditions are the same as double taxation as is shown in the following opinion
u'iven to the Pennsylvania and Missouri Service Commissions.
Re M. Callaghan vs. Springfield Consolidated Water Co., Complaint Docket
No. 19 (1918)
"The Commission is of the opinion that no extra charge should be assessed for
private fire protection service, provided the individual or individuals receiving this service
assume the entire cost of installation and maintenance of the connection to the city's
system. Under these circumstances, to collect an extra charge must certainly amount
to double taxation since the proper proportion of the capacity cost of the waterworks
is always inchided in the public fire protection charge and the payment is made by the
borough or municipality out of the general funds raised by taxation.
Water Service, Fire Protection and Sanitation 97
"Such individuals are entitled to the benefits of public fire protection, just as is
any other taxpayer. To place upon the private fire protection user, under these cir-
cumstances, an additional service charge for the potentiality of the waterworks system in
standing ready to meet the fire demand, is to deprive him of his payment to general
taxation so far as the same goes toward payment for the public fire protection."
In the case of W. J. Kenyon, Manager Traffic Bureau, St. Joseph, Mo., Com-
merce Club et al. vs. St. Joseph, Mo., Water Company, P.U.R. 1921 D 590
Our decision in the Kenyon case was predicated on the idea that the sprinkler users
received special benefits for the service rendered them by the water company and should
therefore pay a reasonable charge therefor.
It may be conceded that numerically the weight of commission and judicial author-
ity is in favor of the special benefit doctrine announced by us in the Kenyon case. Yet,
we are now convinced, after careful consideration of the subject, that reason and logic
are against the views which we expressed there. Fundamentally, the basis of the special
benefit theory is that because one user can get a greater benefit from the same water
service than another user, the first should pay a higher rate. This seems to us unsound and
if carried to its logical conclusion would result in gross discrimination and tremendous
difficulties in the creation of rate structures. It would mean, for example, that the
laundryman who makes a profit out of the use of water for washing clothes should pay
a higher rate for the water than, say, the butcher who makes no pecuniary profit out
of its use and so on through the whole category of uses of the water. As is pointed
out most forcibly in the brief of counsel for the sprinkler users this theory has been
repudiated in the case of rates charged for other utility services.
It is desired to repeat the conclusions of the National Firewaste Council in its
pamphlet entitled "Water Charges for Public and Private Fire Protection:"
"(1) The municipality has a recognized responsibility for furnishing fire protec-
tion. The object of both public and private protection is the same, to extinguish fire
with a maximum of effectiveness and a minimum of damage. Automatic sprinkler and
standpipe systems may reasonably be considered as extensions of the public water sup-
ply, supplementing and making more effective the municipal fire protection facilities.
"(2) Private fire protection services do not necessitate increased capacity for sup-
ply works or for distribution systems beyond that necessary to provide supply for rea-
sonable public protection. There is a community benefit from the general installation
of automatic sprinkler systems and other private fire protection equipment, much of
which is required by law in many cities. A property owner who is willing to install
automatic sprinklers, private hydrants and standpipes at his own expense should be
given every encouragement to do so."
This report is submitted as information.
Appendix B
(3) USE OF PHOSPHATES IN WATER TREATMENT
J. J. Laudig, Chairman, Sub-Committee; W. M. Barr, E. R. Morris, Owen Rice, J. B.
Young, C. P. Van Gundy.
The use of tri-sodium phosphate for the prevention of scale in steam boilers is
definitely recorded as early as 1886. There are now eight different phosphates of soda
used for this purpose. The information in regard to the use of these various phosphates
is widely scattered and the Committee has compiled for convenient use this data in
order that information may be more readily available.
This report does not attempt to compare phosphates with other chemicals for water
treatment. However, phosphates of soda have a distinct and undeniable place in the
treatment of boiler feedwater. They are not a panacea and must be used with judg-
ment based on the inherent characteristics of the several phosphates available, the
characteristics of raw water available, the size of the boiler plant involved and the per-
centage of makeup water required.
98 Water Service, Fire Protection and Sanitation
Primary purposes in using phosphates for treating of boiler waters in addition to
the prevention of scale are the advantages which can be obtained in the —
(1) pH control
(2) Maintaining a desired sulphate carbonate ratio
(3) The prevention of deposit in feedwater lines, injectors, etc., which is
characteristic of some forms of this material.
In large boiler plants, sodium phosphates are not economical materials for complete
feedwater treatment except where there is a high percentage of condensate return which
will not contain lime or magnesia. There should be a water softening plant installed
and the phosphate employed for treatment of water after it passes through the softening
plant.
In small boiler plants, regardless of the condensate return, where the expense of a
water softening plant is not found justifiable, phosphates may be economically used for
internal treatment, either along or in combination with other chemicals.
The reactions between sodium phosphates and calcium and magnesium are so sim-
ilar that this discussion will be limited to calcium i"eactions.
In the following discussion it will be assumed that the phosphate employed reacts
with CaCOi to form tri-calcium phosphate. It is probable that a "mixed reaction"
takes place forming some di-calcium and some tri-calcium phosphate, tri-calcium phos-
phate composes the greater percentage.
CaCOs in solution reacts with the various phosphates to form tri-calcium phos-
phate as follows:
(1) NaH^POi — Sodium Acid Phosphate, anhydrous.
PjOs^ 59.17 per cent iVa20 = 25.82 per cent
3 CaCOi -f iNalhPO, — Ca.CPOJi 4- Na^COt + 2CO2 + 2H2O
(2) NaH2POM20 — Sodium Acid Phosphate
PjOi =51.45 per cent Na-O = 22.45 per cent
Acts the same as anhydrous.
(3) A^cPO, = Sodium Meta Phosphate
P2O-0 — 69.62 per cent NaiO = 30.38 per cent
This hydro lizes to NaHtPOi as follows:
NaPO, + H2O = NaH^PO,
Therefore one mole of this material is the equivalent of one mole of Sodium
Acid Phosphate and 2 PsOs removes 3 Ca.
(4) NfhHPOi = Di-Sodium Phosphate anhydrous
PiOi=z 50.00 per cent A^o^O^ 43.65 per cent
This material reacts with CaCOz as follows:
3 CaCO^ -f 2N(hHP0* = CchCPO,)^ + iNa^COz + C02 -}- H2O
Again 2 PjOs removed 3 Ca.
(5) NohHPOt 12 H2O = Di-Sodium Phosphate crystals
P20i= 19.83 per cent Na^O — 17.31 per cent
Same reaction as for anhydrous but larger quantities required on account of
the lower PjOs content.
(6) NoiJ>Oi 12^20 = Tri-Sodium Phosphate (T.S.P. crystals)
P20i= 18.68 per cent A^OtO= 24.46 per cent
This salt hydrolizes with water as follows:
NaJ*04 12 H2O = N(hHPO^ + NaOH
It probably removes CaCOa as follows:
3 CaCOz + 2NaJ'0i 12 H20 = C(h(P0i)2 + 3NchC0,+ 12HaO
Here again 2 PjOb removes 3 Ca.
(7) iVoiPsO? = Tetra Sodium Pyro Phosphate, anhydrous (T.S.P.P.)
PiOi = 53.39 per cent NoiO = 46.6 per cent
This hydrolizes with water at temperatures above 212° Fahr. as follows:
NaJ'207 + H20 = 2 Na^HPO,
The reaction with calcium carbonate may be expressed as follows:
J,CaCO^ 4- NatPiOi + 2H2O = CchCPOJ^ + 2iVojCo,-t- 2CO2 + B2O
(8) Na,P:,0, 10 /r20 = Tetra-Sodium-Pyro-Phosphate (T.S.P.P. crystals)
PjOt^r 31.84 per cent N(hO= 27.79 per cent
Water Service, Fire Protection and Sanitation 9Q
Reaction same as with anhydrous with larger quantities required on account of the
lower PiOi content.
All the foregoing data can be tabulated as follows, taking NchUPOt, anhydrous, as
unity and evaluating the other phosphates in percentage ratio thereto as to calcium re-
moving capacity.
Table No. 1
CALCIUM REMOVAL CAPACITY OF PHOSPHATES OF SODA
Relative
Efficiency Lb . necessary to
No. 4 = -700 equal performance
percent of 100-lb. of No.4
No. 1 NaHiPO* 118.34 per cent 84.7 lb.
No. 2 NaHjPOi H.0 103. 97.5
No. 3 NaPOa 139.24 72.2
No. 4 Na^HPO* 100.0 100.
No. S Na.HP04 12 H^O 39.65 252.
No. 6 NasPO* 12 H2O 37.25 267.
No. 7 NaiPjOr 107. 94.0
No. 8 Na4P207 10 ILO 64. 157.0
The number of pounds of di-sodium phosphate (No. 4) required to treat (without
excess) one thousand gallons of water containing various quantities of calcium carbonate
is shown in the following table. The corresponding quantities of other phosphates will
be in the ratio stated in the preceding table.
Table No. 2
// precipitated
CaC03 Hardness as tri-calcium
g.p.g phosphate
2 27 lb. per thousand gal
4 54 lb. per thousand gal.
6 80 lb. per thousand gal.
8 1.07 lb. per thousand gal.
10 1.34 lb. per thousand gal.
Taking the price of anhydrous di-sodium phosphate as lOi;'' per pound as a basis for
comparison, the following is a tabulation of the price which can be paid for other phos-
phates to have the cost of phosphate per unit of calcium removed on a par. This com-
parison does not take into account other values such as pH correcting ability, non-
precipitation in feed lines, etc. By substituting the quoted price on any phosphate the
"parity" price of the others can be easily determined.
Table No. 3
Type of Phosphate Equivalent price per pound
No. 1 NaH2P04 10.8<
No. 2 NaHcPOi H2O 10.3'^
No. 3 NaPOs 13.0^^
No. 4 Na=HP04 10.0^
No. 5 Na2HP04 12 H2O 3.96^
No. 6 NasPOi 12 Hi.0 3.134
No. 7 Na4P.07 10.68^
No. 8 Na4P20- 10 H=0 6.37^
100 Water Service, Fire Protection and Sanitation
The following table shows the pounds of (NasO) which will be introduced into a
boiler by 100-lb. of di-sodium phosphate (No. 4) in comparison with equivalent calcium
removing quantities of other phosphates.
Table No. 4
Quantity Per cent Per cent Lb.
Type of Phosphate Used Na^O PiO^ NaiO
No. 1 NaH^PO^ 84. lb. 25.82 59.17 21.7
No. 2 NaH^FOi HeO 97. 22.45 51.45 21.7
No. 3 NaPOa 72. 36.38 69.62 21.7
No. 4 NaiHPO^ 100. 43.65 50.00 43.4
No. 5 NazHPOi 12H.0 252. 17.31 19.83 43.4
No. 6 NaaPO. I2H2O 267. 24.46 18.68 65.1
No. 7 NaiPaOr 94. 46.60 53.39 43.4
No. 8 Na^P^Or IOH2O 157.0 27.79 31.84 43.4
From the foregoing it will be seen that tri-sodium phosphate (No. 6) introduces more
NorzO per unit of softening accomplishments than any other phosphate.
Another factor to be kept in mind in selecting the phosphate to be used in boiler
feedwater treatment is the alkalinity balance or pH of the system.
It is generally conceded that the best operating results are obtained when the pH in
the boiler is maintained at some point between 9.5 and 12.
If the makeup water is highly alkaline it may tend to raise the pH above the desir-
able limit. These conditions call for the use of (No. 1) or (No. 2). Other conditions,
as for example, a makeup water containing dissolved silica, may tend to make the pH
too low; this calls for (No. 4) or (No. 5). Thus, the proper pH in the boilers can
be corrected and maintained by proper selection of the phosphate used.
The following table shows the pH of a saturated solution of various phosphates. Of
course there will never be a saturated solution in a boiler, but the relative pH of these
solutions will show which way their addition will tend to change the boiler water pH.
Table No. 5
Type of Phosphate pH of a Saturated Solution
No. 1 NaHzPOi 4.0 approximate
No. 2 NaHiPO, H2O 4.0 approximate
No. 3 NaPOs as added 6.0 approximate
After hydrolysis in the boiler the same as No. 1 and No. 2 4.0 approximate
No. 4 Na2HP04 9.0 approximate
No. 5 NajHPOi 12 H2O 9.0 approximate
No. 6 Na8P04 I2H2O 12.8 approximate
No. 7 Na4P207 as added 9.8 approximate
After hydrolysis in the boiler the same as No. 4 and No. 5 9.0 approximate
No. 8 Na4P207 10 H2O Acts same as No. 7.
Both meta-phosphate (No. 3) and tetra-sodium-pyro-phosphate (No. 7 and No. 8)
have the peculiar characteristic of forming complex salts with calcium. These double
salts are soluble. When one of these phosphates is employed there should be no precipi-
tation in feedwater heater or feed lines. There will be such a precipitation where any of
the other phosphates are used.
These complex salts formed by No. 3, 7 and 8 break down under the temperature
conditions existing in the boiler. Thereafter, when using No. 3, the effect will be exactly
the same as would be secured with No. 2 or 3. Either No. 7 or No. 8 will, in the
boiler, act exactly the same as No. 4 or 5.
Water Service, Fire Protection and Sanitation 101
In other words, No. 1 or 2 fed directly to the boiler through a separate feed line
will give the same results as No. 3 and 4 or No. 5 fed in a similar manner give the same
results as No. 7 or 8.
Since Nos. 3, 7 and 8 are more expensive per unit of PzO:. than the other phosphates
the convenience of their use should be balanced against the capital cost of installing a
separate phosphate feed line to each boiler, together with means of injecting into boiler.
Appendix C
(4) CAUSE OF AND REMEDY FOR PITTING AND CORROSION OF
LOCOMOTIVE BOILER TUBES AND SHEETS, WITH SPECIAL
REFERENCE TO STATUS OF EMBRITTLEMENT INVESTI-
GATIONS
R. E. Coughlan, Chairman, Sub-Committee; J. H. Davidson, B. W. DeGeer, G. E.
Durham, O. E. Mace, Ray McBrian, M. E. McDonnell, O. T. Rees, R. M. Stimmel,
J. B. Wesley.
During the past year your Committee has reviewed what information has been made
available both from railroad sources and the Joint Research Committee on Boiler
Feedwater Studies.
Results of the Joint Research Committee's investigation to date indicate that the
type of boiler cracking, known as embrittlement, is dependent upon the combination of
two contributing causes, namely, boiler metal under stress and character of feed water.
Specific information has been obtained on data relative to the solubility deposition of
Sodium Sulphate or its complex salts in boiler waters.
It is believed by these research workers that under certain conditions a combination
of Sodium Silicate and Sodium Hydroxide tends to promote embrittlement and that
Sodium Sulphate tends to inhibit this effect in some cases. Their studies al?o indicate
that some oxidizing salts, such as Sodium Chromate may have an inhibiting effect on
embrittlement.
As a result of the investigations reported during 1936, it is believed that the develop-
ment of two factors by the Joint Research Committee may lead to a method of retarding
embrittlement of boiler metal. One of these factors has been expressed in a curve show-
ing conditions under which Sodium Sulphate will be deposited from waters of known
composition when such waters are evaporated in a boiler. If further investigation proves
that Sodium Sulphate, either in solution or as a sohd, is necessary to prevent embrittle-
ment, this investigation will define the conditions that should be maintained.
Up to the present time investigation has not progressed far enough to enable the
control of the composition of boiler water to be developed for the prevention of
embrittlement.
Their research also indicated that caustic soda alone will not produce embrittlement.
It has been found that sodium silicate must also be present in the boiler water to produce
this effect. In a recent report, this Research Committee states "sodium silicate and
sodium hydroxide tend to produce embrittlement and sodium sulphate tends to inhibit
this effect."
Another factor which has been substantiated by individual railroad laboratories is
the presence of "metal fatigue" or "age embrittlement" which may have a decided effect
on future studies of this problem. As the investigation is still in the experimental stages,
no further information is available at this time.
102 Water Service, Fire Protection and Sanitation
The Committee was advised that a recommendation was being considered by the
Mechanical Division of the AAR covering the investigation of firebox steel, with par-
ticular reference to metallurgical properties and the Committee unanimously voted that
the following resolution be presented to the Board of Direction of the AREA:
"It is the unanimous recommendation of the Water Service Committee of the
Construction and Maintenance Section, Engineering Division, that the Mechanical
Division be urged to carry out research work on metallurgical properties in fire-
box steel, with particular reference to factors affecting age hardening and
corrosion fatigue, either of which occasionally cause cracking in boiler plate,
cause of which is frequently attributed incorrectly to the quality of the water
used."
It is the recommendation of the Committee that this investigation include (1)
physical and chemical properties of the steel used in boiler construction; (2) methods of
manufacture of boiler steel; (3) the methods of fabrication of locomotive boilers, par-
ticularly as regards flanging, rolling, riveting and caulking; (4) methods of staying and
bracing boilers; (S) exhaustive study of all stresses to which boiler steels are subject,
including (a) the combination of direct tensile and compressive stresses due to normal
boiler pressures with stresses between staybolts due to bending of boiler plates; (b) in-
ternal stresses in metal due to difference of temperature on fire and water sides of plates;
(c) stresses due to different temperature of interconnected parts of boiler and frame;
(d) stresses (and shock) due to boUer washing.
Inasmuch as definite conclusions have not actually been reached regarding these
peculiar boiler metal phenomena during the past year, it is the recommendation of your
Committee that this be accepted as a progress report of information and that the
subject be reassigned for further study.
Appendix D
(6) METHODS FOR ANALYSIS OF CHEMICALS USED IN
WATER TREATMENT
R. M. Stimmel, Chairman, Sub-Committee; W. M. Barr, G. E. Durham, J. J. Laudig,
Ray McBrian, M. E. McDonnell, H. L. Roscoe, C. P. Van Gundy, J. B. Young.
SULPHATE OF ALUMINA
L Determination of Total Iron and Aluminum Oxides
(a) Reagents:
1. Hydrochloric Acid, Concentrated, Sp. Gr. 1.19
2. Nitric Acid, Concentrated, Sp. Gr. 1.42
3. Ammonium Hydroxide, Sp. Gr. 0.96.
4. Ammonium Chloride, C, P.
5. Methyl Red — Dissolve one gram in 500 ml. of neutral alcohol
6. Washing solution — 2 per cent ammonium chloride solution
(b) Procedure:
Weigh out a 5 gram sample of the sulphate of alumina. Dissolve in 100 ml. of
hot distilled water. Filter and wash thoroughly with hot distilled water, collecting the
filterate and washings in a 500 ml. volumetric flask. Make up exactly to 500 ml.
Take 50 ml. of the filtrate (0.5 gram sample). Reserve the balance of the filtrate
for the determination of basicity. Add 150 ml, of distilled water to the SO ml. of filtrate
Water Service, Fire Protection and Sanitation 103
and acidify with 5 ml. of concentrated hydrochloric acid and 1 ml. of concentrated nitric
acid. Add 1 gram of ammonium chloride and heat to boiling. Make just alkaline to
methyl red with ammonium hydroxide. Boil for one minute and filter immediately.
Wash thoroughly with hot washing solution. Return the precipitate and filter paper
to the original beaker. Dissolve the precipitate in 200 ml. of warm distilled water con-
taining 10 ml. of concentrated hydrochloric acid. Add 1 gram of ammonium chloride
and repeat the precipitation with ammonium hydroxide. Boil for one minute and filter
immediately. Wash the precipitate with hot washing solution.
Dry the precipitate in a platinum crucible in the oven for one hour keeping the
temperature between 95 and 100 deg. C. Ignite carefully with the blast lamp to constant
weight. The weight in grams times 2 gives the iron and aluminum oxide per gram of
sample, or times 200 gives the per cent of these oxides.
2. Determination of Total Iron
(a) Reagents:
1. Sulphuric Acid, Concentrated, Sp. Gr. 1.84
2. Potassium Permanganate, 0.1 Normal
3. Granulated, C. P., Zinc
(b) Procedure:
Weigh out a five gram sample and dissolve in 100 ml. of distilled water. Add
cautiously 10 ml. of concentrated sulphuric acid. Heat and add approximately 3 grams
of the granulated zinc. Allow IS minutes for the reaction. Pass the solution through a
funnel containing a wad of cotton. Wash with 50 ml. of cold water containing 2 to
3 ml. of concentrated sulphuric acid and then with cold water.
Titrate the filtrate with 0.1 N potassium permanganate to a faint permanent pink.
Run a blank on the granulated zinc. Deduct the ml. required in the titration of the
blank from the ml. of potassium permanganate used in titrating the sample. The num-
ber of ml. remaining time 0.0016 gives the grams of iron oxides per gram of sulphate
of alumina, or times 0.16 gives the per cent of iron oxide.
3. Water Soluble Aluminum Oxide
From the per cent of iron and aluminum oxides (Determination No. 1) deduct the
per cent of iron oxide (Determination No. 2). The difference gives the per cent of
water soluble aluminum oxide.
4. Basicity
(a) Reagents:
^l. Phenolphthalein Indicator Solution
< 2. Normal solution of sodium hydroxide
(b) Procedure:
Take 100 ml. (1 gram of sample) of the filtrate from the solution prepared for the
determination of iron and aluminum oxides. Dilute to 300 ml. and heat to boiling.
Add 1 ml. of phenolphthalein and titrate with the normal solution of sodium hydroxide,
titrating to a faint pink color. Again boil for about two minutes and titrate. Repeat
the titrations in this manner until the pink color remains upon boiling.
(c) Calculations:
1. Calculate the amount of sulphuric acid which is equivalent to the sodium hydrox-
ide used for titration. (One ml. of the sodium hydroxide is equivalent to 0,04904 grams
of sulphuric acid.)
104 Water Service, Fire Protection and Sanitation
2. Calculate the amount of sulphuric acid which is equivalent to the iron and alumi-
num oxides found in the sulphate of alumina.
The sulphuric acid equivalent to the aluminum oxide found per gram of sample is
equal to the AUO^ times 2.8847.
The sulphuric acid equivalent to the iron oxide found per gram of sample is equal
to the Fe-jOa times 1.843.
3. If the sulphuric acid found by titration is greater than the sulphuric acid equiv-
alent to the iron and aluminum oxide, the excess is free sulphuric acid. If the sulphuric
acid by titration is less than the amount of sulphuric acid equivalent to the iron and
aluminate oxides, the sulphate of alumina is basic.
SALT TO BE USED IN THE REGENERATION OF ZEOLITE WATER SOFTENERS
Method No. 1 — Rapid Method
Determination of Sodium Chloride
Reagents:
1. Sodium chloride, 0.10 normal solution — dissolve exactly S.84S grams of C. P.
dried sodium chloride in distilled water and dilute to exactly one liter.
2. Potassium chromate indicator — dissolve S grams of neutral potassium chromate
in a little distilled water. Add silver nitrate until a precipitate is formed. Let stand for
about one day and filter. Dilute the filtrate to 100 ml.
3. Silver nitrate 0.10 normal solution — dissolve 17 grams of C. P. silver nitrate in a
trifle less than one liter of distilled water. Standardize against 25 ml. of the 0.10 normal
sodium chloride solution, adding the silver nitrate drop by drop, with stirring, until a
permanent red precipitate is produced. If the amount of silver nitrate required is not
exactly 25 ml. make the adjustments required.
Procedure:
Weigh out 5.845 grams of the sample — dissolve in distilled water and make up to
one liter. Pipette out 25 ml. of this solution. Add approximately 0.5 ml. of potassium
chromate indicator. Titrate against the 0.10 normal silver nitrate solution, adding the
silver nitrate drop by drop, with stirring, until a permanent red precipitate is formed.
The number of ml. of silver nitrate used times 4 gives the per cent of chloride as
sodium chloride in the sample.
SALT TO BE USED IN THE REGENERATION OF ZEOLITE WATER SOFTENERS
Method No. 2 — Precision Method
Reference — Journal American Chemical Society 51,1664,1929 (Foulk and Caley)
Journal American Waterworks Association, 27,1712,1935 (Foulk and Caldwell)
Determination of Sodium Chloride
Reagents:
1. Concentrated Hydrochloric Acid, Sp. Gr. 1.19, C. P.
2. Ammonium Chloride, C. P.
3. Ethyl Alcohol, 95 per cent.
4. Magnesium Uranyl Acetate Solution —
Solution A — Uranyl Acetate (2 ILO) 90 grams
Glacial Acetic Acid 60 grams
Make up to 100 ml. with distilled water
Solution B — Magnesium Acetate (4 H2O) 600 grams
Glacial Acetic Acid 60 grams
Make up to 1000 ml. with distilled water
Water Service, Fire Protection and Sanitation IPS
Magnesium uranyl acetate solution — Solution A and Solution B are heated to about
70 deg. C. until the chemicals are dissolved. Then mix the two solutions at 70 deg. and
cool to 20 deg. C. Hold at 20 degrees for about two hours or until any excess salts
have crystallized. Filter through a dry filter into a dry bottle.
Procedure:
1. One gram of the salt sample is dissolved in S ml. of distilled water. Add 10 ml.
of concentrated hydrochloric acid, adding slowly with agitation. Evaporate to between
4 and S ml. It is important that the volume after evaporation be between 4 and 5 ml.
to prevent the precipitation of other substances with the sodium chloride. Cool and
add S ml. of concentrated HCl. Filter the precipitate, using a crucible with a porous
bottom. Transfer the salt to the crucible with the smallest amount of hydrochloric acid
possible. The filtrate and washings, which should not exceed 30 ml. in volume, are
reserved for the second part of the analysis.
The crucible containing the sodium chloride is heated, very slowly at first. Heat
finally to dull redness. To prevent loss by depreciation, the crucible should be covered
during the first part of the heating. Cool and weigh. The sodium chloride obtained
is approximately 94 per cent of the total in the sample.
2. To the filtrate and washings from the first part of the procedure add about 5
grams of ammonium chloride. Evaporate to dryness. Dissolve the residue in about
5 ml. of distilled water. Add 200 ml. of the magnesium uranyl acetate solution. Imme-
diately immerse the flask containing the solution in water in 20 deg. Agitate the solu-
tion vigorously for 30 to 40 minutes.
During this time the solution must be kept at a temperature within 0.5 deg. C. of
20 deg. A yellow crystalline precipitate is formed. Filter into a tared filtering crucible
and wash with successive portions of 95 per cent ethyl alcohol. Dry the crucible and
contents at 105 to 110 deg. C. Dry for 30 minutes and weigh.
To the weight of the precipitate add 1 milligram for each 5 ml. portions of alcohol
used in washing. The weight of the precipitate plus the alcohol correction factor time^
0.0389 gives the amount of sodium chloride.
3. The sum of the amount of sodium chloride obtained in procedure 1 plus the
amount obtained by procedure 2 gives the amount of sodium chloride per gram of
sample, or times 100 gives the per cent of sodium chloride.
Appendix E
(7) PROGRESS BEING MADE BY FEDERAL OR STATE AUTHORI-
TIES ON REGULATIONS PERTAINING TO RAILWAY SANI-
TATION
H. W. Van Hovenberg, Chairman, Sub- Committee; W. L. CurtLss, W. P. Hale, A. B.
Pierce, D. A. Steel, A. E. Willahan.
A meeting of the Joint Committee on Railway Sanitation, consisting of representa-
tives of the Engineering Division; Medical and Surgical Section; Mechanical Division;
U.S. Bureau of Public Health Service, and the Canadian Health Department, was held
in the office of the AAR in New York, September 22, 1936. This meeting was called
by the Secretary following complaint by one of the U.S. Public Health Service members
106 Water Service, Fire Protection and Sanitation
of the Joint Committee that relatively little attention is being paid to the report of
the Joint Committee which was published as information in 1931 for the guidance of
member railroads. The report is known as Circular M&S No. 133.
The letter of complaint expressed the hope that the Joint Committee might influence
the Engineering Department of the various railroads in charge of design and construction
to follow the recommendations of the Joint Committee to the end that the necessity for
Federal regulation would not exist. It further appears that wherever possible, the U.S.
Public Health Service is bringing Circular M&S No. 133 to the attention of the proper
railroad officials and in every case the Government's recommendation complies with the
Joint Committee's report in correcting conditions.
At the time of the recent meeting of the Joint Committee, over one thousand copies
of Circular M&S No. 133 had been distributed to railroads, the U.S. Public Health
Service, State Boards of Health, and the Canadian Health Department. The report has
become a semi-official guide to several state health departments in their dealing with
railroads, so much so that it appears that flagrant departure from its suggested practice
may lead to the states requiring approval of plans for installations. It is the hope of
all members of the Joint Committee that any trend toward such a requirement will
never materialize, but it is obvious much will depend on the attitude of the member
railroads in following the suggestions embodied in Circular M&S No. 133.
The Joint Committee is asking all member railroads to review the committee's re-
port and to submit any recommendations, changes, or suggestions they may have to
offer, to the end that the report may be kept in line with modern practice and its im-
portance emphasized as a practical guide for those departments on railroads having to
deal with local, state and Federal sanitary regulations. It is the purpose of the Joint
Committee to review the suggestions and recommendations made by member railroads
and reissue Circular M&S No. 133 in revised and condensed form during the year 1937.
Appendix F
(9) DETERMINATION OF AND MEANS FOR REDUCTION OF
WATER WASTE
J. P. Hanley, Chairman, Sub-Committee; W. L. Curtiss, A. W. Johnson, C. R. Knowles,]
L. B. Paine, J. A. Russell.
The expense for water for locomotives only for Class I railways in the United States
for 1935 was $17,282,610, exclusive of terminal and switching railways. Assuming that!
water used in office buildings, power plants and for the other numerous purposes of!
railway operation equaled half the amount used by locomotives, the expense would bej
$25,932,915 for 1935. The cost of maintaining water stations for the same year was!
$4,497,349. These figures indicate that water is one of the most extensively used and]
expensive of railway commodities and that considerable study should be given to its!
conservation.
As an example of what can be accomplished against water waste, the Illinois Cen-j
tral reported a reduction in the expense of city water from $225,112 in the fiscal yearj
of 1913-1914 to $190,438 in the fiscal year of 1914-1915. This reduction of $34,6741
was accomplished by an intensive campaign to save water. The campaign then started]
has been maintained since through division and district waste avoidance meetings, sup-
plemented by the use of circulars and placards posted at water-using points and by gen-
erally impressing employees that water waste is expensive and unnecessary. It has beenl
Water Service, Fire Protection and Sanitation 107
found advisable to continue the instruction and publicity on this subject to prevent a
relapse into former wasteful use of water. One of the placards used by this railway is
shown below.
WHAT SMALL LEAKS MEAN
UNDER THE AVERAGE WATER PRESSURE
SIZE OF
HOLE
• "^1 A LEAK THIS SIZE WILL WASTE 62,000 GALLONS A YEAR
• "^S A LEAK THIS SIZE WILL WASTE 354,000 GALLONS A YEAR
• "^I A LEAK THIS SIZE WILL WASTE 1,314,000 GALLONS A YEAR
MORAL: prevent leakage and save money
Large quantities of water can be wasted and track damaged as well by the over-
fiowing of engine tenders at tanks and water columns. Water column drain ports
should be closed during non-freezing periods to conserve drainage waste. Overflow pipes
from roadside and washout tanks having direct sewer connections often waste water be-
cause the overflow is not observed. Such overflow pipes should have exposed outlets,
so that overflow will be visible and cause of unnecessary overflow repaired. The mainte-
nance of trackpans where locomotives secure water without stops should be carefully
handled, the altitude valves, leveling of the pans, and other maintenance items checked
frequently to prevent waste.
Cinder pit and washout hose valves at engine houses are sometimes permitted to
flow when not required. Bubbling drinking fountains are often allowed to flow con-
tinuously to keep the water cool. Coach yard and fire hydrants used for filling water
jugs and for individual drinking waste many times the water actually required. Leaks
in flush tank valves and too frequent flushing of automatic tanks in toilet rooms are
prolific causes of water waste. Self-draining hydrants of frostproof pattern are desirable
at cinder pits and other points to avoid unnecessary flow of water to prevent freezing.
Hidden leakage in underground water mains is now recognized as one of the most
prevalent sources of water waste. Many cities maintain leak testing crews and make
periodical and sometimes continuous surveys to keep up with this item of "unaccounted
for" pumpage. These investigations indicate numerous cases of the following defects:
Abandoned service taps leaking
Iron service pipes broken
Lead service pipes broken
Wiped joints broken
Couplings on service pipes leaking
Curb cocks leaking
Taps blown out
Joints on mains leaking
Mains broken
^'alves leaking
108 Water Service, Fire Protection and Sanitation
Leakage from the items mentioned often escapes to sewers, or percolates into the
ground without showing on the surface.
Cities have found that the changing of water rates from a flat schedule to a meter
basis generally results in a reduction of customer waste in that it makes the customer
"money conscious" of leaks in the household plumbing and other unnecessary uses of
water. A wider use of water meters would be of similar advantage to railways in
checking water pumped by their own plants or purchased for coach yards, office build-
ings and large terminals, as the meters would indicate excessive requirements of vari-
ous sections of their premises. The use of several sub-meters in addition to the master
meter would indicate the section using unnecessary water.
Railways have not considered it necessary to maintain leak testing equipment on
such an extensive scale as the large cities, but their water service men generally use the
limited equipment to good advantage in detecting and repairing hidden leakage in under-
ground mains. An example of this occurred at a large engine terminal on a mid-westeni
railway where a 12 -in. water column main was laid under a porous fill when the terminal
grading was placed. Some years after the terminal was finished the metered water bills
showed an unaccounted for increase and settlement and leakage in the 12-in. water main
was suspected, although leakage did not appear on the surface. Notwithstanding the ab-
sence of surface leakage the joints on the 12-in. main were excavated and fifteen joints
were found to have settled in a cramped position and leakage escaping in the fill. The
joints were repaired and a bell joint clamp applied over the recalked lead joints. This
work was done in 1933-1934-1935. In 1933 the water bill was $8205, in 1934 the bill
was $7117 and in 1935 it was $6374. Engines handled in 1933, 4990; in 1934, 5643
and in 1935, 4773. In the latter year, a larger type of engme was handled which ac-
counted for the decreased number of engines. The meter is now read weekly at this
location and any unaccounted for increases promptly investigated without allowing them
to continue.
In checking underground leakage the amount and quality of sewer flow at various
manholes and at the outlet should be studied, as a progressive increase in flow or in
dilution may indicate approximate location and volume of watermain leakage entering
the sewers.
Some of the common sources of water waste follow:
1. Water may be lost in delivery through the following causes:
(a) Pump slippage
(b) Breaks in mains
(c) Leaks in pipe joints, due to defective calking or settlement
(d) Leaks in mains due to small cracks and other imperfections
(e) Blow-out and leaky hydrants and small leaks around valve stems
(i) Worn-out or defective semce pipes
(g) Leaks around defective service and curb cocks
(h) Service pipes abandoned without openings being properly closed
2. Water lost on premises through general service:
(a) Leaking service pipes
(b) Leaking plumbing, often due to careless or defective work
(c) Leaking plumbing fixtures
(d) Leaking faucets
(e) Leaking water closets— defective ball and stop and improper operation
of automatic stop valve
(f) Water closets running continuously, without control
(g) Old fashioned hopper closet
(h) Frozen service pipes or plumbing
(i) The open faucet
(j) Leaks in tanks of all kinds
(k) Too frequent operation of automatic urinal flush
Water Service, Fire Protection and Sanitation 109
3. Water lost through power house and enginehouse facilities:
(a) Cinder pit hydrants and connections
(b) Bubbling fountains, without automatic valves
(c) Lavatories without automatic valves
(d) Lavatory trough in which men wash in running stream
(e) Leaking automatic valves in boiler washing systems
(f) Overflow from boiler feedwater heating facilities
(g) Air compressor cooling lines
(h) Internal combustion engine cooling lines
(i) Cooling vats in blacksmiths' shops
(j) Leaking coach yard hydrants
4. Water lost through miscellaneous waste:
(a) Use of fire hydrants for drinking and washing purposes
(b) Overflowing engine tenders
(c) Unnecessary use of hose for sprinkling
(d) Overflowing tanks
(e) Unnecessary use of water in flushing sewers
(f) Use of hose without proper nozzle
The above groups of waste can be corrected by:
(a) Good maintenance
(b) Investigation for underground leakage
(c) Visible overflow outlets
(d) Close attention to plumbing fixtures
(e) Re-use of cooling water where practicable and instruction and publicity
to employees in methods of avoiding water waste.
Conclusions
1. Constant vigilance is required on the part of employees and supervisory forces
to save water.
2. A system of daily or weekly meter readings should be maintained by the plant
engineer or other competent employee at terminals where meters are used. Comparison
of these readings should be made and any unaccounted for increases promptly investi-
gated. Sectional metering for large terminals is advisable,
3. Water waste prevention publicity consisting of placards, water cost statements
and frequent instructions to employees are necessary to conserve water. Otherwise water
which is usually considered "free" will be wastefuUy used.
4. Overflow pipes from roadside and washout tanks, water column pits and other
fixtures having concealed sewer connections should be frequently examined for waste.
Visible overflow outlets should be provided where practicable.
5. Hidden leakage in underground mains should be suspected when otherwise un-
accounted for increase in water consumption takes place and necessary excavation and
repair made to the pipe joints.
6. The installation and maintenance of oversized connections should be avoided.
Adequate sizes are more economical from water waste and maintenance standpoints. Im-
proved pressure is also secured by reduction of unnecessary openings.
Recommendation
That the report be received as information and the subject discontinued.
no Water Service, Fire Protection and Sanitation
Appendix G
(12) OUTLINE OF COMPLETE FIELD OF WORK
OF THE COMMITTEE
H. F. King, Chairman, Sub-Committee; R. E. Coughlan, J. H. Davidson, E. M. Grime,
C. R. Knowles, J. B. Wesley.
(I)
(H)
Water
Supply
A.
Definitions
B.
Quantity
C.
Quality
D.
Source
1. Streams
2. Springs
3. Wells
4. Reservoirs
Pumping Plants and Equipment
A.
Definitions
B.
Types
1. Steam
2. Oil or Gas
3. Electric
4. Hydraulic Rams
5. Air Lift
C.
Design and Installation
D.
Operation, Maintenance and Supervision
E.
Relative Economy
(III) Pipe Lines, Hydrants, Valves, Columns, Meters and Trackpans
A. Definitions
B. Material
1. Cast Iron
2. Wrought Iron
3. Steel
4. Wood
5. Other
C. Types
1. Intake
2. Suction
3. Discharge
4. Gravity
5. Distribution i
D. Specifications
1. Cast Iron Pipe and Special Castings
2. Hydrants and Valves
3. Laying Cast Iron Pipe
E. Design, Installation and Maintenance
1. Pipe Joints
2. Protection Against Electrolysis
3. Preventing Incrustation
4. Cleaning Pipe Lines
5. Thawing Frozen Pipe Lines
F. Water Columns
1. Types
2. Rigid and Telescopic Spouts
3. Advantages — Delivery — Loss of Head
Water Service, Fire Protection and Sanitation Ul
G. Meters
1. Types
2. Testing Meters
3. Instructions Reading Meters
H. Trackpans
1. Design, Installation and Maintenance
2. Heating in Winter — Drainage — Ice Removal
3. Costs
(IV) Storage Tanks
A.
Types
1. Elevated Tanks
2 . Standpipes
3. Sedimentation basins
4. Impounding Reservoirs
B.
Material
1. Wood
2. Steel
3. Concrete
C.
Storage Capacity
1. Consumption
2. Duplicate Units for Economy in Cleaning and Maintenanc
D.
Relative Economy
E.
Specifications
1. Wood Tanks — Tank Hoops
2. Steel Substructures
3. Timber Substructures
4. Steel Tanks
5. Concrete Tanks
F.
Frost Protection ^
(V) Water
Station Buildings
A.
Type
1. Brick
2. Concrete
3. Hollow Tile
4. Frame
B.
Design, Construction and Maintenance
C.
Heating
1. Steam
2. Electric
3. Stoves
D.
Frost Protection
E. Fire Protection
(VI) Treating Plants — Filters
A. Definitions
B. Lime — Soda Ash Plants
C. Types
1. Continuous
2. Intermittent
D. Design and Installation
E. Operation, Maintenance and Supervision
F. Capacity
G. Relative Economy
1. Type and Design
2. Value of Treatment
3. Savings
112 Water Service, Fire Protection and Sanitation
H. Reagents
1. Purpose — Quantity Required
2. Chemical Purity
I. Coagulants
J. Zeolite Plants
1. Design, Installation and Operation
2. Limitations as Compared with Lime-Soda
3. Costs — Construction — Operation
4. Relative Economy
K. Wayside Treating Plants
1. Types
2. Reagents
3. Relative Economy
4. Justification for Use
L. Internal Treatment
1. Reagents
2. Relative Economy
3. Justification for Use
M. Specifications for Chemicals
1. Soda Ash
2. Quick Lime
3. Hydrated Lime
4. Sulphate of Alumina
5. Sulphate of Iron
6. Salt Used in Regeneration of Zeolite Plants
7. Methods of Analysis
N. Standard Method of Water Analysis
1. Field Tests
2. Rapid Laboratory Tests
3. Complete Laboratory Examination
O. Filters
1. Gravity — Pressure Filters
(VII) Effect of Water Quality on Boiler Operation and Maintenance
A. Definitions
B. Foaming and Priming
1. Cause
2. Concentration Limit
3. Slowdown Schedule
4. Washout Schedule
5. Use of Anti-Foam Compound
6. Cost
7. Methods for Testing and Control
C. Pitting and Corrosion
1. Cause
2. Character of Metal
3. Method of Manufacture and Construction of Boilers
4. Remedy
D. Embrittlement
E. Protection of Boilers and Boiler Materials in Storage
(VIII) Drinking Water Supply
A. Definitions
B. Federal and State Regulations
1. Car Water System
2. Water Coolers and Filters
3. Collaborating with Joint Committee on Railway Sanitation,
AAR
(IX) Water Service Organization
A. Construction, Maintenance and Operation
B. Rules and Instructions
C. Inspection and Supervision
D. Report Forms
1. Water Station Record
2. Pumpers' Report
3. Costs
(X) Fire Protection
A. Organization
B. Rules and Instructions
C. Inspection
"■ 5:td"wa°te™S'" "'" "'"'''"'"' '° Municipal and Privately
E. Reports
(XI) Sanitation
A. Definitions
B. Federal and State Regulations
1. Sanitary Facilities— Coach Yards
2. Toilets
3. Soil Cans
4. Waste Disposal
5. Collaboration with Joint Committee on Railway Sanitation
C. Sewage Disposal
D. Mosquito Control
E. Disinfectants, Fumigants and Cleaning Materials
REPORT OF COMMITTEE XXVII— MAINTENANCE OF
WAY WORK EQUIPMENT
C. R. Knowles, Chairman;
G. A. W. Bell, Jr.,
G. E. Boyd,
Walter Constance,
w. o. cudworth,
J. J. Davis,
J. R. Derrick,
J. T. Derrig,
J. F. Donovan,
C. R. Edwards,
G. J. Ermentrout,
Robert Faries,
C. L. Fero,
Paul Hamilton,
J. G. Hartley,
R. C. Haynes,
F. S.Hewes,
L.B.Holt,
C. H. R. Howe,
J. S. HUNTOON,
E. C. Jackson,
E. A. Johnson,
S. A. Jordan,
Jack Largent,
E. H. Mills,
C. E. Morgan,
R. A. Morrison,
C. H. Morse,
E. H. Ness,
C. H. Ordas,
G. R. Westcott, Vice-
chairman;
E. Pharand,
T. M. Pittman,
E. L. Potare,
F. H. ROTHE,
J.C.Ryan,
J. G. Sheldrick,
H. E. Stansbury,
N. M. Trapnell,
J.M.Trissal,
L. J. Turner,
R. P. Winton,
Fred Zavatkay,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
(1) Revision of Manual. Progress in study — no report.
(2) Standardization of parts and accessories for railway maintenance motor cars.
Progress in study— no report.
(3) Depreciation of work equipment. Progress in study — ^no report.
(4) Electric tie tampers. Appendix A. Complete. Presented as information.
(5) Use and adaptability of crawler- type tractors in maintenance of way work.
Appendix B. Progress report.
(6) Methods of keeping data on work equipment and labor-saving devices.
Progress in study — no report.
(7) Scheduling the use of work equipment. Progress in study — no report.
(8) Machines for laying rail and their auxiliary equipment. Appendix C. Com-
plete. Presented as information.
(9) Track welding equipment. Appendix D. Progress report.
(10) Power bolt tighteners. Appendix E. Complete and presented as information.
(11) Power saws. Progress in study — no report.
(12) Outline of complete field of work of the Committee. Appendix F.
The Committee on Maintenance of Way Work Equipment,
C. R. Knowles, Chairman.
(4)
Appendix A
ELECTRIC TIE TAMPERS
C. R. Edwards, Chairman, Sub-Committee; G. R. Westcott, J. F. Donovan, J. G. Hartley,
L. B. Holt, E. A. Johnson, S. A. Jordan, C. H. Ordas.
INTRODUCTION
The report of the Committee affords a medium of information to the Association of
the progress in the design of electric tools and the principles of their operation.
No attempt is made to compare the merits of the various tools studied or to
recommend any type for any class of tamping.
Bulletin .589, .'^eptembrr, 1936.
lis
116 Maintenance of Way Work Equipment
COST FACTORS
The largest cost factor of tamping is the labor cost. Experience has shown that a
low unit cost will be realized only by providing such equipment that the output p:r
man-hour will be increased.
Since the labor cost is the largest factor, we need not, within reason, be greatly
concerned about the power pi. nts, transmission medium and the tools, provided the
units be of reasonable efficiency and of ample capacity to furnish the energy required
for all tools.
There is then but one important objective — Increased Feet Per Man-Hour. To
accomplish this, the tools must be operated the maximum number of hours possible dur-
ing the working day. It naturally follows that the power plants and transmission
medium must be sufficiently mobile to permit the minimum of man-hour expenditure in
moving the equipment.
CLASSIFICATION OF TOOLS
There are five types of electric tools now available which we have classified as
follows:
Vibrating
Direct blow
Magnetic
Electric-pneumatic
Electric or mechanical pneumatic
Description of Tools and Their Operation
Vibrating
The vibrating type has a spring blade bolted to a % H.P. electric motor. The motor
is 3 phase, 60 cycles, 2 pole and operates at 3600 r.p.m. This speed is obtained by in-
creasing the frequency to compensate for the slip. The rotor of this motor is mechan-
ically unbalanced, and is supported by two ball bearings. The unbalanced rotor sets up
rapid vibrations that are transmitted to the tamping bar. (About 3600 vibrations per
minute.) The motor and bar are suspended in a cradle by canvas belting which serves
to absorb and prevent the shock being transmitted to the operator. A renewable tip of
alloy steel is riveted to the blade.
The forward stroke of the tamping blade is approximately one-eighth inch and
there is in addition a motion in practically all directions, thus imparting a vibratory action
to the blade in addition to the definite stroke.
Both rock and gravel blades can be furnished and in addition a fork blade for
breaking cemented ballast.
This tool weighs 60 pounds with the rock blade and 65 pounds with the gravel blade.
The tool uses approximately 2 amperes per phase.
Direct Blow
This tool weighs 83 lb. with a ^ inch by 3 inch bar. The motor is a 4 pole star
connected, operating at 110 volts 3 phase 60 cycles at a synchronous speed of 1800 r.p.m.
The stroke or blow is accomplished thru a cam on the rotor shaft coming in contact with
a heavy plunger which strikes directly on the upper end of the tamping bar. The rotor
is supported by three ball bearings. The intensity of the blow can be varied by length-
ening or shortening the travel of the plunger. The slip is compensated by slightly
increasing the frequency as has been done in the vibrating type.
Maintenance of Way Work Equipment 117
Magnetic
The magnetic tool operates on a principle entirely different from the other tools and
for this reason its operation will be given in detail.
In the power units, the mechanical energy of the internal combustion engine is con-
verted to alternating current energy having a frequency of 25 cycles per second.
The alternating current energy is converted by thermionic tubes to a direct pulsating
current having a wave form somewhat similar to the wave of the alternating current that
produced it.
Without going into the theory of alternating currents and thermionic conversion, it
will be sufficient to state that a single phase 25 cycle current starts at zero value and rises
to its maximum value, either positive or negative, then returns to zero value and again
rises to its maximum opposite value and again returns to zero value in 0.04 of a second.
It is seen there are two waves, one negative and one positive, each wave existing
for 0.02 of a second.
A thermionic tube is a device that permits a current to flow in one direction only
and utilizes only the wave that may be in agreement with its connection to the plate
member of the tube.
There are two tubes in each phase so connected that the negative a.c. wave is con-
verted to a d.c. pulsation to operate one tool and the positive a.c. wave is converted to
a d.c. pulsation to operate the second tool.
The tool is a single wound solenoid having a 4.5 lb. armature with a 4 inch travel
which strikes the end of the tamping bar in its downward movement. The weight of
the tool is 62 lb.
Princitle of Operation
With the armature in its lower position resting on the tamping bar, suppose a nega-
tive wave of a.c. voltage is generated and converted to a d.c. pulsation which energizes
the winding and starts the armature at high velocity towards its magnetic center. The
time values following are only approximately true but the value of the complete cycles
is correct. The variations from the theoretical values are caused by the effect of gravity
and the reaction of the spring and bar. Since the duration of the negative wave is 0.02
of a second, the wave has died down to zero or approximately so. The high self induct-
ance of the winding will cause the current to lag behind the voltage which tends to pre-
vent the rapid demagnetizing of the solenoid causing the d.c. pulsating voltage to also
drop and de-energize the magnet but the kinetic energy imparted to the armature carries
it to its upper position in another 0.02 of a second where it strikes a spring and rebounds.
However, this rebound occurs at the beginning of the rise of the negative wave of the
second cycle and the d.c. pulsation again energizes the winding and accelerates the arma-
ture towards its magnetic center. The time is again 0.02 of a second. The d.c. pulsa-
tion decreases with the decreasing value of its a.c. wave and the kinetic energy of the
armature carries it from the magnetic center to its lower position in 0.02 of a second
when it strikes the tamping bar a hard blow.
It is seen that the time of one cycle of the armature is 0.08 of a second. That is
the time it takes the armature to start from its lower position, travel to its higher
position and return to its lower position. This gives 60/0.08 or 750 blows per minute.
The input is 800 watts or 1.07 H.P. Two conductors are required per tool.
Electric-Pneumatic
The motive power of this tool is obtained from a squirrel cage induction motor
wound for 180 cycles, 3 phase, 115 volts, known by the trade name of "Hicycle". This
motor operates a relatively short throw crank thru the medium of spiral bevel gearing.
118 Maintenance of Way Work Equipment
The crank in turn drives a reciprocating cylinder, so constructed as to form a part
of a variable volume compression chamber in which the air is alternately comprci-sed and
rarified. A straight cylindrical hammer piston slides in an extension of the reciprocating
cylinder, being driven forward by compressed air admitted through ports in the cylinder
wall. These ports are arranged to delay admission of air behind the hammer or striking
piston until almost full compression has taken place in the com.pression chamber, so that
the full force of the compressed air is suddenly released to drive the hammer piston for-
ward to strike its blow on the tamper bar. Due to the differential areas of the com-
pressor piston and hammer piston the stroke of the latter is ly'z times the length of the
former. At the end of the normal stroke there is still considerable pressure remaining
back of the hammer piston to force it farther forward in case the tamper bar advances
in the retainer to follow through on the ballast to drive it home. At the end of the
stroke of the hammer piston, exhaust ports in the cylinder extension and the outer barrel
of the tamper register to allow the air in the system to exhaust to atmospheric pressure.
When the compression piston starts on its upward stroke, this air is rarified and the ham-
mer is drawn to its upward position. When the compression piston reaches the top of
its stroke, ports are opened to take in a charge of fresh air and restore the system to
atmospheric pressure, ready for another downward stroke.
The gear and crank compartment are filled with a good engine oil which lubricates
gears, ball journal and crank pin bearings. The oil also flows sparingly past packing
rings to lubricate the reciprocating parts. A counterweight on the crankshaft compen-
sates for the unbalance of the reciprocating parts to a very large degree.
The tool delivers 1500 blows per minute and weighs 60 lb.
Electric or Mechanical Pneumatic
This tool differs from the Electric-Pneumatic described in the foregoing para-
graphs. The tool may be operated by an electric motor mounted on the tool or by a
flexible shaft. The exchange can be made in the field in a short time.
For spot tamping, a small gasoline unit with two flexible shafts is mounted on a
pneumatic tire barrow which is moved along the right-of-way as the tamping progresses.
For general or out of face tamping, the flexible shafts are replaced by electric motors
connected to a junction box by 30 feet of 3 conductor cable.
Principle of Operation
A flexible shaft or an electric motor rotates an impeller or cam mounted on specially
designed bearings. A compression chamber is closed at the top and has an inlet port
centrally located in the cylinder. As the impeller starts to revolve, the cam drives a
heavy piston toward the top of the cylinder compressing the air therein. When maximum
compression is reached, the air expands and drives the piston rapidly downward where it
strikes the tamping bar at the end of its downward travel. Fresh air is now admitted to
the top of the cylinder. The piston rebounding from the bar is caught by the cam on
its upward travel and again accelerated to the top of the compression chamber.
The weight of the tool with flexible shaft is SO lb. and with electric motor is 60 lb.
The tool delivers 1300 blows per minute.
The electric motor is of the squirrel cage induction type, approximately % H.P. llS
volts, 3 phase, 60 cycles.
Maintenance of Way Work Equipment
119
Comparison Data
Type Voltage Phase
Vibrating 110. 3.
Direct Blow 110. 3.
Magnetic 110. 1.2&3.
Elec-Pneu 110. 3.
Elec-Mech-Pneu 115 3.
Type Blows per min.
Vibrating 3600.
Direct Blow 1800.
Magnetic 750.
Elec-Pneu 1500.
Elec-Mech-Pneu 1 300.
Frequency
60.
60.
25.
180.
60.
Weight of Tool
60 lbs.
83 lbs.
62 lbs.
60 lbs.
60 lbs.
Conductors
Capacity of Units
in number of tools
3
3
2
3
3
1,2, 4, and 8.
1,2,4, and 8.
2,4, 6, and 8.
4, 6, 8, and 12.
2, 4, 8, and 12.
Cap.^city of Power Plants in Kilo-Volt Amperes
Type 1 tool 2 tool 4 tool 6 tool 8 tool
Vibrating ^ IJ^ S .. 5
Direct Blow % 1^ 5 .. 5
Magnetic 4 7^/^ 12. 15
Elec-Pneu . . 8 Data not avail. 16
Elec-Mech-Pneu ..1 .. 2 .. 4
12 tool
24.
S
Weight of Power Plants in Pounds
Type 1 tool 2 tool 4 tool 6 tool 8 tool
Vibrating 195. 275. 820 820.
Direct Blow 195. 275. 820 820.
Magnetic 650. 1050. 1250. 1650.
Elec-Pneu ... 1000. 1250. 1600.
Elec-Mech-Pneu 260. 500. 760.
12 tool
2000.
1020.
Conclusions
(1) The Committee is of the unanimous opinion that the motors furnished for
electric tools should have removable stators to permit a completely rewound stator to be
inserted and that exchange service should be established.
(2) While not unanimous, it was, however, the opinion of the majority of the
Committee that the manufacturers of electric tamping power units should give thoughtful
consideration to providing internal combustion engines whose makers would have exchange
service for a factory reconditioned engine at a reasonable cost.
(3) It is the opinion of the Committee that all power plants should have a suitable
circuit breaker that will quickly open at least two lines of 3 phase 3 wire circuit; two
lines of a 2 phase four wire circuit and one line of a single phase two wire circuit, unless
the generator is of special design that will limit the current output to a safe value under
any accidental or sustained short circuit that may occur.
(4) There is a wide difference of opinion among maintenance officials on the meth-
ods of tamping. It is therefore evident that the subject is of such importance and the
opportunities for improvements and cost reductions so great that the official who will
give thoughtful consideration to the many methods of tamping will be amply repaid for
his efforts.
120 Maintenance of Way Work Equipment
Appendix B
(5) USE AND ADAPTABILITY OF CRAWLER-TYPE TRACTORS
IN MAINTENANCE OF WAY WORK
T. M. Pittman, Chairman, Sub-Committee; G. A. W. Bell, Jr., J. R. Derrick, J. T. Derrig,
F. S. Hewes, Jack Largent, R. A. Morrison, C. H. Morse, H. E. Stansbury.
In previous reports your Committee has presented the general design and operation
of crawler type tractors and described some of the attachments that have been designed
to work with them in performing various classes of maintenance of way work.
A recent survey disclosed a general acceptance of the crawler type tractor by rail-
roads, and a wide range of applications. The use of welding equipment, air compressors,
front end loaders, post hole diggers and various types of earth moving equipment mounted
on crawler treads has advanced rapidly. These machines appear to have passed the ex-
perimental stage and have become established units of work equipment. Bulldozers, snow
plows, brooms and front end loaders are universally accepted as economical and effective
snow fighting equipment.
There have been numerous developments during the past few years, most of which
consist largely of improvements in the devices already described with a view of making
them more efficient.
An outstanding departure from the basic design, however, has been the recent devel-
opment of a Diesel motor suitable for use with the smaller tractors which have proven
more suitable for maintenance of way work.
Diesel-motored crawler type tractors are now available in the 35 horsepower class,
which are mounted on chasses about the same size as the gasoline thirties. This brings
the Diesel tractor within the range of practicable maintenance of way work.
The difference in the operation of the gasoline and Diesel motors is well known and
many advantages and economies have been claimed for the Diesel. While the Diesel is
more economical in certain respects it is felt a note of warning should be sounded against
accepting the superiority of the Diesel in all cases or without careful investigation.
In a gasoline engine the gasoline and air, mixed outside the cylinder, is exploded in
the cylinder by means of an electric spark, and the piston is driven by the force of the
explosion. The piston strokes in a Diesel engine are exactly the same as a gasoline engine,
the primary difference in them being the method of getting the fuel into the combustion
chamber and igniting it. In the gasoline engine the gasoline and air are mixed in the
carburator before being delivered to the cylinder. In the Diesel engine pure air is drawn
into the combustion chamber and compressed. Just before the period of maximum com-
pression the fuel is forced into the pure air. The compression in the cylinder is three or
four times greater than in a gasoline engine and the heat generated by this high com-
pression causes the mixture to explode when the fuel is injected into the cylinder.
The outstanding advantages of the Diesel over the gasoline engine are:
1. They have a flatter torque curve which increases what is known in tractor service
as greater "lugging abihty".
2. They are more economical to operate, consuming 40 per cent to 60 per cent less
fuel than gasoline.
3. Their economy is further enhanced by the use of low grade fuel oil, which, in
most instances is substantially cheaper than gasoline.
4. Lesser fire hazard.
While these advantages may appear controlling, other important features should be
considered before discarding gasoline tractors in favor of Diesel. The advantages de-
Maintenance of Way Work Equipment 121
scribed consist largely in fuel economy, whereas, the fuel expense ordinarily constitutes
only from 25 per cent to 35 per cent of the total operating cost of a gasoline tractor and
only 15 per cent to 25 per cent of the total operating cost of a Diesel. The first cost of
the Diesel is from 25 per cent to 30 per cent higher than the gasoline motor, which in-
creases the interest and depreciation items. With a sufficient increase in interest on the
investment, depreciation and maintenance, which constitutes from 75 per cent to 85 per
cent of the total operating costs, a large portion of the economies in fuel consumption
will be dissipated.
Therefore, the following questions should be decided before purchasing a Diesel:
1. Is proper Diesel fuel available?
2. Can a Diesel motor be serviced and maintained properly with the present
organization ?
3. Will the fuel economy justify the high price in increased first cost, interest,
depreciation and maintenance?
The increased use of Diesel engines in construction work outside railroad service has
created a demand for Diesel fuel that has resulted in a rather general distribution of a
satisfactory grade of fuel. With further expansion in the use of this type motor the
availability of this fuel should not be a difficult problem.
While a great deal is being said about training men for servicing and maintaining
Diesel motors and numerous schools have sprung up for this purpose, there is no reason
why a mechanic competent to maintain a gasoline motor cannot learn to maintain the
Diesel motor in a very short while with a few instructions. In general, a Diesel motor is
less complicated than a gasoline motor and the greatest problem would be to became
familiar with the Diesel principles.
The question of fuel economy requires close study. In general the price level of
Diesel fuel oil is substantially below that of gasoline and in some states the Diesel fuel is
not taxed. Some states already have a tax on Diesel fuel, as well as gasoline, and it is
logical to assume that the tax will soon be applied by other states. The increased use
of Diesel engines and the resultant increase and the demand for Diesel fuel may also have
a tendency to raise the price.
The great increase in the use of Diesel motors in other industries would indicate a
decided superiority of this type of motor over the gasoline motor, but it should be noted
that the Diesel engine has had its greatest success in fields where its work is nearly con-
tinuous, while in railroad maintenance work the tractors are idle more or less of the time.
Since the economy of the Diesel is dependent largely on its fuel consumption, and the
fuel consumption depends upon the number of hours worked, while the fixed charges do
not vary, it follows that a Diesel might prove economical when it is kept working,
whereas, it will not prove economical unless it is worked a certain amount of hours per
year. For this reason a machine that would be economical in levee or highway work,
might not prove economical in railroad maintenance work.
122 Maintenance of Way Work Equipment
Appendix C
(8) MACHINES FOR LAYING RAIL AND THEIR AUXILIARY
EQUIPMENT
C. L. Fero, Chairman, Sub-Committee; W. O. Cudworth, J. J. Davis, J. T. Derrig, F. S.
Hewes, L. B. Holt, C. H. Morse, C. H. Ordas, E. L. Potarf, F. H. Rothe, H. E.
Stansbury, N. M. Trapnell, L. J. Turner.
No group of roadway machines and small tools developed in recent years designed
especially for maintenance of way track forces have made their appearance at a more
opportune time or filled a greater need than the pneumatic and gasoline powered rail
laying units.
The increase in the weight of rail per yard and a concurrent decrease in the available
number of man hours created a want that was filled by the introduction of certain spe-
cialized machines for rail laying, possessing speed, efficiency and portability.
In this report your Committee has covered only those machines that are in general
use.
PNEUMATIC TOOLS
Track Wrenches
Reversible pneumatic track wrenches for running track bolt nuts on or off are made
in three sizes. The second of these three sizes is the most generally used and is described
below :
The wrench weighs about 59 lb. and the average working speed at 90-lb. pressure is
85 revolutions per minute. Over-all length (including throttle handle) 42 in., width
over-all lO^-s in.
Square end spindles for taking snap type chucks, and a rail or dolly wheel for
wheeling unit along the tracks when moving from point to point are provided. The
chucks are furnished for hexagon or square nuts to fit any size track bolt, and can also
be had with interchangeable bushings for various sized spindles.
Through the use of this type of wrench it is claimed that nuts can be tightened to a
set and uniform tension.
Rail Drills
The type of pneumatic rail drill most widely used drills holes from % in. to 1J4 in-
and has a 3-in. feed. Such a unit weighs approximately 97 lb. and its average working
speed is 140 revolutions per minute at 90 lb. pressure. Over-all length is 30^4 in-
A steel frame adjustable to the various sizes of rails, and a hand lever for feeding
the drill are provided.
Rail Bonding Drills
The type of pneumatic rail bonding drill in general use has a capacity up to 9/16 in.
holes and a feed of 3 in. This tool weighs AZYz lb. and operates at a speed of 700
revolutions per minute at 90-lb. pressure. Length over-all, 26 in.
It is set in a steel frame and has a lever for quickly bringing the drill up to the
work. Provision is made for adapting this unit to any size rail through the medium of
an adjustable plate permitting the drilling of holes at various distances from top of rail.
This machine is available in reversible and non-reversible models.
Maintenance of Way Work Equipment 123
Wood Boring Machines
There are two sizes of pneumatic wood borers in general use for rail laying.
The first and lighter machine weighs 17^4 lb. and has an average working speed of
705 revolutions per minute at 90-lb. pressure.
It is suitable for boring holes in wood up to one inch diameter.
The second weighs 26 lb. and operates at an average working speed of 730 revolutions
per minute at 90-lb. pressure.
This tool has a capacity to bore holes in wood up to two inches in diameter.
Both of the above are reversible.
Screw Spike Drivers
The tool most favored for running in and removing screw spikes weighs about 81 lb.
light and has an average working speed of 174 revolutions per minute at 90-lb. pressure.
Weight of this unit complete with adaptors and chucks is 90 lb.
Over-all length, 3S}A in.; without chucks, 17^/2 in.
A No. 4 Morse taper socket accommodates the adapter; straight or "Y"' type dead
handles are available.
GEO Drill
For running down clamp bolts on GEO track and on special track fittings a pneu-
matic machine is available weighing 33 lb. light and having an average working speed
of ISO revolutions per minute at 90-lb. pressure. Weight with chucks, 39 lb.; over-a!l
length, 31 in.; without chucks, 15 in.
Spike Puller
A pneumatic tool for pulling spikes is available if desired. This tool is furnished
with rail carriage if specified. Jaws are renewable.
Over-all length, 30^ in.; length of travel of jaws, 5 in.; weight without rail car-
riage, 77 lb.; with carriage, 100 lb.
Spike Drivers
The pneumatic tool for driving cut spikes weighs 65 lb. and has an over-all length
of 25 in.
The length of its stroke is 4 in. and number of blows per minute is 1500.
Rivet Buster
In dismantling the old rail when it becomes necessary to split "frozen" track bolt
nuts the pneumatic tool used is known as a rivet buster. This machine weighs 27J/2 lb.
with chisel and 22J4 lb. without chisel.
Spike Setting and Driving Machine
A new pneumatic machine operated from a portable air compressor has been intro-
duced for cut spike setting and driving.
The mechanism is mounted on a push car having a channel guide along the front
edge of the platform and extending beyond the sides sufficiently to permit the driving
of spikes on either side of either rail.
A carriage holding the hammer in a fixed vertical position can be moved across the
front of the car in the channel guide with a hand wheel clamping device to hold it in
place for the driving operation. A feature of the carriage is that the castings or barrel
which supports the hammer is free to move vertically in ratchet guide and is normally
124 Maintenance of Way Work Equipment
held up by compressed air allowing individual spikes to drop from the magazine into
driving position.
When the air is released barrel and hammer drop to driving position, setting the
spike. Air is applied to the gun and the spike driven in perfect alinement with the rail
base.
The magazine is a hollow grooved casting fixed rigidly to the hammer supporting
casting and curved inward at the bottom to deliver the spikes to a pair of jaws directly
beneath the driving steel of the hammer. These jaws hold the spikes firmly in place for
driving, and release when spike is driven home.
The spikes are released from the magazine by a hand-grip lever which is loaded
manually.
Maintenance engineers are watching this machine's development with keen interest,
as an efficient power spiker is urgently required.
GASOLINE-ENGINE-DRIVEN COMPRESSORS
Air Compressors
A most important member of the Rail Laying Equipment family is the "Air Com-
pressor", mounted on flange wheels. This type machine needs very little introduction
here. The numerous uses developed for railroad track and bridge and building work
makes the compressor a year-around machine.
Different concerns manufacture the so-called tie tamper compressor in four, eight,
twelve and sixteen-tool sizes. They are operated by four-cylinder four-cycle, heavy-
tractor-type gasoline engines and can also be furnished with electric motor drive.
These four sized machines are essentially similar in design and construction. Units
manufactured prior to 1934 consisted of two-cylinder, vertical, single-acting air com-
pressors directly coupled to gasoline engines, both being mounted on a single frame, with
self-propelling feature optional.
Some of the manufacturers have now presented the two-stage air-cooled compressor
for use by railroads. The advantages of this type are cooler air, increased cubic capacity,
lighter weight and greater gasoline economy.
CRANES
On certain roads the actual setting in and removing of rail is accomplished with
special rail laying cranes or various sized locomotive cranes operated by steam, gasoline
or Diesel. Gasoline or Diesel power is preferred.
The special rail laying cranes range in size from small, non-self-propelling machines,
to self-propelling cranes of about five tons capacity.
The small non-self-propelling machine consists of a light steel frame having a fixed
boom extending laterally. The frame is carried on rollers or small flanged wheels, run-
ning along the rail opposite the one being renewed, on the one side, and on an auxiliary
rail resting on the ties just inside the rail being changed, on the other side.
The rail is raised by means of a chain operating from the end of the boom to a
hoisting drum at the other side of the machine, and carried laterally into position by a
carriage moving along the top of the boom.
Any necessary moving of the rail longitudinally is accomplished by moving the
machine along the track.
The hoisting drum may be operated by hand, but in most cases a small gasoline
engine is used, serving as both power plant and counterweight.
The design of the machine is such that rail on one side only can be changed out at
one time. Where work is being done with small gangs, however, this limitation is of
small importance, and is offset by the low first cost and the lightness of the machine.
Maintenance of Way Work Equipment 12S
However, the crane is the pacemaker for the entire rail laying gang, hence where a
large gang is used, a five-ton four wheel locomotive gasoline or Diesel powered crane is
generally used for faster operation and greater economy.
One of the popular makes of five-ton gasoline cranes is equipped with a four-
cylinder, sixty horsepower water cooled gasoline engine with generator, storage batteries,
high tension magneto and self starter.
Car body is constructed of heavy I-beams, channels, angles and gusset plates securely
riveted.
This fully revolving crane is equipped with completely enclosed steel cab and 33-foot
box section type steel boom. When used on double track roads the crane can swing
completely around and rear end of the rotating deck will not foul the adjacent track.
ROADWAY MACHINES
Adzing Machines
The power adzing machine which performs the entire operation of adzing replaces
all hand adzers. The unit consists of a triangular shaped frame of welded structural
steel channels and sections with all welding strains relieved.
The power plant is a four-cylinder, 16 horsepower, water cooled gasoline engine,
mounted on frame member that forms the base of the triangle. It is equipped with
governor, magneto, air cleaner, suitable gasoline tank and strainer.
The cutter head is at the point of the triangle and is made of chrome nickel alloy
steel, machined and balanced. It is similar to a vertical milling tool with seven or more
adjustable bits of special alloy high speed steel. The heads can be supplied in three sizes,
rotating at 1800 to 1900 revolutions per minute, and to cut grooves 13^^ in., ISJ/2 in.
and 17 in. wide.
Drive is by quarter turn, endless cord belt from engine to cutter spindle. Quarter
turn pulley and spindle pulley mounted on ball bearings. Belt tension is adjusted through
sliding base upon which engine is mounted.
The spindle housing is held rigidly in slotted guides by set screws, for adjustment as
to angle of cut to give proper cant to rail.
A plate three inches in diameter is set at the same height as the edges of the cutting
bit and is in the center of the cutter head. This plate coming into contact with the seat
left by the old rail or tie plate prevents adzing below this level.
The machine travels on four 14-in. wheels, two under the engine end insulated and
two on a removable frame on the cutter end. Wheels under the engine end have man-
ganese steel tires and cast steel centers, while those under the removable frame have
manganese tires but cast iron centers.
The removable frame, known as the truck wheel frame, is held in position by a lock
connection when the unit is traveling to work. When adzing, this frame is carried around
to the back of the machine and swung on a bracket under the engine frame to act as a
counterbalance.
Two adjustable guide rollers on each end, at the engine side of the machine, are
provided to maintain accurate and proper position of unit during adzing. Those are
pivoted and can be swung out of position when planked grade crossings, frogs and
switches are encountered.
A circular cutter guard to prevent the throwing of chips, broken spikes and the like
is an important part of the equipment.
Each unit is provided with a double head emery wheel cutter bit sharpener, driven
by a one horsepower gasoline engine through an endless cord belt.
126 Maintenance of Way Work Equipment
Power Unit Spike Puller
This mechanical spike puller consists of a welded steel frame carried on four wheels,
at one corner of which is mounted a small air cooled gasoline engine bolted to a heavy
flywheel over the other axle.
This wheel carries a pinion which drives a large gear at one end of the shaft, while
at the other end is a crank and connecting rod for conveying lifting action up to the
horizontally mounted lifting arm from which the actual pull on the spike is made.
Two spike tongs are suspended from springs at one corner of the machine directly
over the hooked end of the lifting arm. At that same corner is a heavy steel shoe welded
to the frame and so arranged to take the reaction of the pull, thus relieving the wheels
and axles of any load other than the weight of the machine.
This shoe is held in a raised position about % in. above the rail. As soon as the
downward pull is exerted springs holding the shoe off the rail are compressed, thus allow-
ing it to rest on the rail. The shoe automatically returns to the raised position when the
pull is removed.
The machine is equipped with a heavy screw jack mounted in the center for turn-
ing the machine, so that spikes may be pulled from either rail or to remove the machine
from the track.
The tong jaws are made of hardened steel and are easily replaced.
Three men are required to operate this machine.
Power Rail Drills
This machine, easily handled by section or extra gang, can readily be moved about
the job and quickly set up. It can be adapted to almost any arrangement of track and
is equipped with a two and one-half horsepower gasoline engine.
Drive is through friction clutch to speed reducing gear set, through roller chain to
drill spindle and automatic feed gears with four feed speeds.
The drill spindle is carried on ball bearings, has a speed of 75 r.p.m. and a length of
feed of four and one-half inches.
The frame is of rolled steel sections and plate, welded to secure strength, durability
and lightness. The engine and gear set are bolted in place and then doweled to insure
perfect and permanent alinement.
Adjustment of the drill for height is accomplished by an adjusting screw located at
the drill end of the machine.
A feature of this drill is its convenience and adaptability to all kinds of rail drilling
due to the design of the rail clamp, which has three different fastening notches making
it adjustable for any width and height of rail or length of drill bit. It holds the
machine in position on rail that is either in or out of the track, allowing the drilling of
holes within one and one-half inches of end of rail and does not interfere with drilling
at switches or guard rails.
A roller, located beneath the machine and held by a locking pin, can be dropped
and unit pushed along the rail like a wheelbarrow. The total weight is approximately
350 lb., and one man can easily push the drill along the rail when it is to be moved some
distance. For short distances handles on either side projecting beyond the ends of the
frame are provided for use by two men in lifting machine on or off the track.
This description covers most of the important details found in other power rail drills
available.
Power Unit Track Wrench
This unit, one of the recent developments, is operated by a single cylinder four
horsepower air-cooled engine, carried on a substantial platform, which is mounted on
i
Maintenance of Way Work Equipment 127
two rollers with frictionless bearings and an insulated supporting arm and flanged wheel
riding the other rail.
These patented rollers are of an inside flanged cone shaped design and keep the
wrench centered over the rail at all times. They have a further advantage in that they
allow the machine to be easily pushed through frogs, switches, and crossings, eliminat-
ing the necessity of lifting over such places in the track.
The wrench arm projects from the rear of the unit, its weight supported by long
coil springs.
At the lower end of either side of the arm are sockets for the nuts, which can be
quickly changed. The entire machine pivots from a point near the back, allowing the
wrench arm to be shifted to either side of the rail.
An overload release functioning through a spring action is provided, which can be
adjusted to the desired bolt tension. All bolts can then be drawn up to the same uni-
form tension, allowing for variance of not more than five per cent plus or minus, when
bolts with finger free threads are used.
On some machines roll-off hoops are attached at either end of the platform to allow
operator to roll machine off the track in case of an emergency.
Power Track (Wrench) Machine
Another gasoline engine driven machine for running track bolts on and off weighs
350 lb., has a high speed chuck turning at 60 r.p.m., a low speed chuck turning at
14 r.p.m. and provides instantly available tension from 1000 lb. to 42,000 lb.
The power plant is a single cylinder, four horsepower, four cycle engine, air-cooled
and the frame is constructed of aircraft alloy steel tubing for maximum strength and
minimum weight.
Power connection is through a disc clutch of 40 horsepower capacity, used to measure
the bolt tension through a graduated dynamometer arm which determines the frictional
contact. The operating head is exactly counterbalanced, and the chuck housing swings
around in a horizontal plane, so either chuck can be presented to any nut on either side
of the joint.
Rolls are provided for running the unit along the rail, and an attachment for run-
ning down screw spikes is available.
Power Tie Borer
For boring holes for screw or cut spikes there is a gasoline engine driven tool avail-
able weighing 225 lb. and operating a bit at 1200 to ISOO r.p.m.
The boring head can be swung from one side of the rail to the other and its weight
is supported by heavy springs. The feed is by hand pressure downward on a handle
projecting from the head, an adjustable stop regulating the depth of the hole. Rollers
are provided for pushing the machine along the rail.
MISCELLANEOUS
Pneumatic Hose Trailer
A device designed to convey air for (10) pneumatic spike drivers consists of two
3S-foot lengths of two-inch pipe carried overhead and coupled to the rear end of a
twelve-tool compressor and supported at the rear by an inverted "A" frame mounted
on two 16 in. motor car wheels.
Air is taken directly from the air reservoir and delivered through one pipe, to the
rear end and back through the other pipe which is provided with 54 i"- outlets and
shutoff valves spaced approximately four feet apart. A six-foot length of ^ in. air
hose is connected from each outlet to each spike driver.
128
Maintenanc e of Way Work Equipment
Suitable overhead brackets are provided for carrying the drivers when not in use.
This device acts as an after-cooler, providing cool air to the spike drivers, preventing
burned hose and eUminating use of long lengths of hose.
A gang of eight men with this device will drive approximately 60 spikes per minute.
Tie Plug Driver
A tool used for driving treated wooden tie plugs in old spike holes.
Consists of a H-in. X 6-in. square plate with 1% in. pipe handle approximately
five feet long.
This tool permits driving plugs by man standing in upright position, eliminating
fatigue and increasing production.
Conclusions
The Committee recommends that this report be accepted as information and the
subject continued.
Appendix D
(9) TRACK WELDING EQUIPMENT
(b) Electric Arc
J. M. Trissal, Chairman, Sub-Committee; G. R. Westcott, W. O. Cudworth, Robert
Faries, J. G. Hartley, E. C. Jackson, E. H. Mills, C. E. Morgan, E. L. Potarf,
J. C. Ryan, R. P. Winton.
In the 1933 and 1934 reports your Committee described briefly the various types
of welding equipment which were then available. Since that time a new design incor-
porating some novel features has been developed.
The construction of the machine is shown diagrammatically in Fig. 1.
Fig. 1. — Diagram of Cross-Section of Generator, Showing Paths of Magnetic Flux.
4
Maintenance of Way Work Equipment 129
The generator is of the two-pole type with only series excitation. The brushes
b b, which are in the position between the main poles usually occupied by the brushes
of a two-pole generator, are short-circuited. The flux 0i, produced by the series exci-
tation of the series coils 5 on the main poles, therefore acts to induce a current t to
flow between brushes b b. Since this current flows only through a short-circuited arma-
ture very little flux 0i is required to induce a reasonably large current i between brushes
bb.
This current i in the armature of course creates a magnetic field, which in this
generator is given an excellent path in which to produce flux. This is contrary to
usual DC-generator practice, in which the generator usually is so proportioned as to
decrease this cross flux as much as possible. This flux 02 flows through the abnor-
mally large main pole shoes M, as shown, and is used to generate the output voltage
of the generator between the main brushes B B. The welding current from brushes B B
flows through the series coils S, thus indirectly exciting itself— that is, the current / in
the coils 5 produces the flux 0i, which induces the current i, which produces 02 which
induces /.
The current / in the armature induces flux 03, just as current i induces 0i . A path
is provided for this flux by placing steel plates P P between the main pole tips as shown.
Flux 03, opposes flux 03 , and reduces current i. Current i, and in turn output current /,
are therefore produced by the difference between flux 0i and flux 03 .
08 can never exceed 0, because it is produced by / and if 03 equaled 0i then /
would be zero.
At no load (that is, / = O) a small residual magnetism exists in the field structure,
creating a small flux 0i, which induces a certain current i in brushes b b and in turn a
certain load voltage between brushes B B. Hence the no-load voltage of this welding
generator does not have very high value, as the curves in Fig. 2 show.
Immediately an external load circuit is created, current / flows and, as explained
above, indirectly induces the output voltage, which increases rapidly from the no-load
residual value with increasing load current until, because of saturation of the main poles
at the narrow portion inside the series coils, 0i can no longer increase with increased
exciting current /. This saturation of the main-pole bodies is materially increased by
the addition of a field leakage flux 04 to the exciting flux 0i at this point.
Flux 03 has a path which is carefully proportioned to eliminate the possibility of
saturation and although 0i does not increase beyond a certain value, 02 continues to
increase with increasing welding current /. The output voltage will therefore decrease
rapidly with increasing welding current beyond the point of pole saturation.
The volt-ampere curve, or load-regulation curve, of the generator will therefore
show a rapidly increasing voltage with increasing current, followed by a sharp decrease
of voltage to zero with further increase in current, as is shown in Fig. 2.
Flux 03 must cross an air gap between the main poles and plates P P, and these
plates have been made movable so that this air gap can be adjusted. By this means
03 can be increased or decreased for a given value of /, by which means the generator
can be adjusted for any desired welding current over an exceptionally wide range.
A few of the infinite number of possible curves are shown in Fig. 2.
Movement of plates P P is accomplished by turning handwheel W and shaft R.
Right- and left-hand nuts on this shaft engage arms N N, and their movement causes
movement of plates P P, having a fulcrum on the bottom main pole.
The commutation of the short-circuited brushes b b is said to be excellent because
of the low voltage involved. Commutating poles C C imbedded in the center of the
main-pole faces are provided to insure good commutation at load brushes B B.
130
Maintenance of Way Work Equipment
The generator responds quickly to variations in the arc voltage because the only
field coils are series coils and any effect these coils may have in delaying flux changes
in the generator is compensated for by the reactive voltage this changing flux induces
in the series coils.
The major problem in this generator is the necessity of preventing 0i and 0a from
changing at different rates. This is guarded against by putting correctly proportioned
copper damping coils around plates PP. These coils delay changes in 03 sliphtly, and
thus 03 can be kept nicely in step with 0i.
loo
60
40
20l
^
^
\,
^*N.
\
V
\^
\
^
A
\
\
\
\
^ 1 \
\^
\
\
\
\
Z5 50 75 100 125
PERCENT RATED WELDINO CUBRENI
Fic. 2. — Volt- Ampere Curves.
150
A study of Fig. 2 will indicate that the following desirable characteristics are
obtained.
1. The short circuit current is only slightly greater than the welding current, and
this tends to prevent sticking when the arc is struck.
2. The open circuit voltage is comparatively low which minimizes the danger due
to shock. It will also be noted that the open circuit voltage is the same for all current
settings.
3. The voltage when operating on small currents is relatively high which makes it
easy to strike and hold arcs at low current settings.
5IS0
iFF-
0 02 04 06
08 10
TiME-
18 20 22 24
12 14 16
- SECONDS
Fig. 3.— Oscillogram of Welding Current During Short Circuit.
Fig. 3 shows an oscillographic record of welding current during a short circuit.
It will be noted that instead of the characteristic "overshoot" obtained with ordinary
generators, a very slight "undershoot" results which is very desirable.
Maintenance of Way Work Equipment 131
While no curve showing characteristics at various speeds is available, it is under-
stood that no appreciable change in characteristics results in a variation of speed of
generator from 80 to 120 per cent of normal. This is particularly desirable for gas
engine driven sets.
The effect of temperature of windings on welding current has been reduced to a
minimum as the circuits which heat up have very little effect on current output.
As no exciter, field rheostat, reactor, or meters are required, the simplicity of overall
construction and portability is considerably enhanced.
The following table shows the weight of this type of machine in comparison with
an older type of portable motor driven machine having a separate exciter and trans-
former reactor manufactured by the same company.
Current Rating of Machine Weight of Weight of
1 Hr., 50°, 40 Volt Basis New Machine Old Machine
200 1100 ISSO
300 1350 1700
400 1700 3000
Appendix E
(10) POWER BOLT TIGHTENERS
Jack Largent, Chairman, Sub-Committee; G. E. Boyd, J. J. Davis, R. C. Haynes, F. S.
Hewes, C. H. R. Howe, C. E. Morgan, C. H. Morse, E. H. Ness, H. E. Stansbury.
Prior to ten years ago practically all track bolts assembled in new rail were tight-
ened with ordinary hand wrenches, and maintenance retightening was handled entirely
by section forces similarly equipped. Various so-called ratchet wrenches had been de-
vised to expedite this work, the most satisfactory and durable of which embodied merely
a specially designed jaw.
The first efforts toward mechanical tightening of bolts was confined almost alto-
gether to rail relaying operation, and a manufacturer of air tools produced a so-called
corner motor which was equipped with a long tubular gooseneck handle and a double-
end spindle carrying two chucks of the desired sizes. This pneumatic tool was non-
reversible but the optional use of chucks permitted the nuts to be run either on or off.
This tool showed considerable improvement over hand methods which led to quite
extensive adoption of the method. Stripping joints from the relieved rail had not always
been assigned to steel laying gangs but the use of the air driven wrenches for removing
old bolts indicated that the economies thus effected were sometimes greater than those
realized in tightening new joints.
Other air driven wrenches of various types have been produced by the various man-
ufacturers. Three machines now on the market adapted to varying bolt sizes range
in weight from 46 lb. to 57 lb. and with a torque in the larger machine sufficient to
set nuts to a tension of 22,000 lb. with air pressure of 90 lb. The present type machines
are reversible and are equipped with chucks of the snap-on type. The heavier machine
weighing 57 lb. will require 59 ft. of air at 80 lb. pressure and 65 ft. at 90 lb. pressure
which gives a maximum tension of 22,000 lb. The torque on the chuck spindle is gov-
erned by the air pressure used and the desired stalling torque is arrived at by regulating
the air pressure instead of clutches on other types of machines.
Sweeping maintenance economies made necessary by the depression lent impetus to
the demand for light, portable, gasoline-motor-driven bolt tighteners adaptable to use
by a few men in maintenance out-of-face tightening of joints. In many cases reduced
132 Maintenance of Way Work Equipment
crews and lengthened sections had made it impracticable for section gangs to properly
maintain joints, and certain mechanically-minded officials had begun to suggest that
methods of machine tightening should be evolved which would assure a more positive
and uniform type of joint maintenance than had been effected by hand-tightening with
section forces.
One of the first machines designed to meet this demand was the Woolery Bolt
Tightener, a machine driven by a reversible, water-cooled, two-cycle motor and carried
on a pair of monorail rollers, with light outrigger to the opposite rail to give stability.
Drive on this machine is through reduction gearing and a special sprocket chain to a
spindle carrying two chucks. Reverse action on chucks is obtained by reversing motor,
and an overload clutch release regulates maximum bolt tension.
The Nordberg Co. began in 1933 to offer a machine weighing around 900 lb. which
is powered with a one-cylinder, four-cycle, air-cooled m.otor. This machine is mounted
similarly to the Woolery on grooved track rollers with outrigger. Transmission of
power in this unit embodied three innovations in design; dual opposed clutches, which
provide for quickly reversing rotation of chuck spindle; selective high and low speeds,
giving 85 r.p.m. and 30 r.p.m. respectively on chucks; and a cam-and-spring actuated
overload release. Torque at chuck spindle is governed by adjustable tension on this
spring which maintains contact at the ends of two opposed arms carrying rollers bear-
ing on the two ends of a specially designed cam, torque above the desired point serving
to force the arms apart and permit rollers to follow entirely around the cam. The
chuck spindle is driven by a special heavy-duty sprocket chain. The extension arm
carrying chucks and driving assembly is counterweighted vertically, and is arranged to
pivot laterally at its outer end to give access to bolts on both sides of joints, the inner
or driving end swinging on rollers on a semi-circular track. An extension handle at a
convenient height above chuck spindle is provided for guiding chucks to position on nuts,
and reverse and selective speed controls are assembled on this operating handle. Clear-
ance requirement from outside chuck housing to center of chuck spindle is 1^ in. The
Briggs and Stratton Model "Z" engine used is provided with a governor, and with special
air circulating duct and flywheel-mounted fan.
A bid for popularity on the basis of lightness (355 lb.) and fully-enclosed shaft and
bevel gear drives throughout recently has been made by the Railway Accessories Cor-
poration with a power nutter known as the "Raco". This machine utilizes a power
unit practically identical with that used by Nordberg. Drive to reduction gearing is
through a single-plate clutch on which maximum desired torque is adjusted by movement
of a weight on a lever or so called dynamometer arm. Drive to chuck spindle is through
a shaft provided with fully-enclosed tubular bousing. Reverse gearing is assembled in
the case at the outer end of this shaft, and the vertical shaft and gear drive downward
to chuck spindle is arranged to permit chuck spindle to be rotated radially and either
chuck on the double-end spindle to be engaged with nuts on either side of joint. In-
ternal reduction gearing in the chuck sphidle assembly is arranged to rotate one chuck
at 60 r.p.m. and the other at 14 r.p.m., lower speed on this and the Nordberg machine
being employed in the starting off and final setting up of nuts. Clearance requirement
on the "Raco" nutter is 2^ in. from outside chuck housing to center of chuck spindle
assembly. The extending power transmission assembly is provided with adjustable coun-
terweight, and machine is mounted on a special double-swivel castor equipped with
roller bearings. A wide outboard roller bearing on opposite rail permits pivoting entire
machine to any angle required to apply chucks to nuts. A unique feature of this
machine is the assurance that chucks are not tending to cramp nuts in the tightening
operation, being always in perfect alignment. Screw spike driving equipment is available.
Maintenance of Way Work Equipment 133
The general technic of joint bolt-tightening with power machines will scarcely be
identical on any two systems, but some few operating rules may prove generally appli-
cable. Some type of torsion-checking device such as the "Du-Wel Gilken" wrench should
be employed and operators should check and reset overload releases not less than twice
daily. In out-of-face retightening all nuts should be backed off one full turn before
final retightening. Bolts with frozen nuts must be replaced and all bolts which turn in
angle bars. Wrench should be taken off nuts promptly when overload release operates.
Conclusions
In addition to economy, some benefits claimed to have been shown by power
tightening are:
1. That proper and uniform tightening gives track bolts the equalized tension
necessary to assure uniform expansion and contraction, reduce rail batter, contribute to
better riding track, and materially reduce wear of angle bars.
2. Utilization of machines for out-of-face joint maintenance ranges in practice from
assigning machines alternately to sections, to use of two or more units in tandem, one
or more on each rail, and provision of camp car facilities for crews permanently assigned
to the work. Some roads have formulated definite schedules for joint maintenance
covering the entire system.
3. The percentage of time usefully expended by section forces while engaged in
hand tightening bolts has often been problematical, and combining release of section
forces from all but periodic joint inspection with a more positive and systematic method
is one of the newer angles of mechanized maintenance seeming to offer most attractive
possibilities.
4. Wrenches which best combine lightness, speed, power, simplicity and sturdy
construction are most desirable. Sufficient power should be available to break bolts
where nut is frozen to the extent that it cannot be removed.
Appendix F
(12) OUTLINE OF COMPLETE FIELD OF WORK OF
THE COMMITTEE
G. E. Boyd, Chairman, Sub-Committee; J. T. Derrig, C. R. Edwards, Paul Hamilton.
J. S. Huntoon, E. A. Johnson, Jack Largent, E. H. Mills, G. R. Westcott, Fred
Zavatkay.
1. Motor Cars
(a) Section
(b) Heavy duty
(c) Light inspection
(d) Heavy inspection
2. Tie Tamping Machines
(a) Pneumatic
(b) Electric
(c) Gang organization
(d) Operation and maintenance
Track Oiling Machines
(a)
Roadbed
(b)
Joints
(c)
RaU
(d)
Oil specifications
134 Maintenance of Way Work Equipment
4. Paint Spraying Equipment
(a) Stationary
(b) Semi-portable
(c) Motor car outfits
5. Sand Blasting Equipment
(a) Portable
(b) Stationary
6. Ballast Discers
(a) Light discers
(b) Heavy discers
7. Ballast Cleaning Machines
(a) Screens
(b) Moles ^
(c) Locomotive cranes
(d) Plows
8. Weed Destroying Equipment
(a) On track mowers
(b) Off track mowers
(c) Chemicals
(d) Burners
(e) Steam
(f) Discers
9. Rail Laying Machines
(a) Hand operated machines .
(b) Small machines with power attachments
(c) Air operated machines
(d) Self-propelled machines
(e) Gang organization
10. Tie Adzing, Scoring and Boring Machines
(a) Stationary plant for adzing and boring ties before treatment
(b) Portable machine for boring, adzing or scoring ties in the field
11. Rail Saws
(a) Stationary saws as used at central reclamation plants
(b) Portable saws
12. Welding Outfits
(a) Oxy-acetylene
(b) Electric arc
(c) Welding in field and shop
13. Concrete Mixers
(a) Mixers for division use
(b) Mixers for system or department gang use
(c) Tilting and non-tilting type
(d) Special mounting
14. Gasoline and Electric Driven Portable Pumps
(a) Centrifugal pump
(b) Diaphragm pump
(c) Reciprocating pump
IS.
7er Tools
(a)
Drills
(b)
Power wrenches
(0
Wire brushes
(d)
Grinders
(e)
Saws
(f)
Spike drivers
(K)
Caulking, chipping
and
riveting
hammers
(h)
Boring machines
Maintenance of Way Work Equipment 13S
16. Lidgerwoods and Spreaders
(a) Lidgerwoods
(b) Straight spreaders
(c) Ditcher spreaders
(d) Spreader plows
17. Power Shovels, etc.
(a) Steam shovels
(b) Gasoline shovels
(c) Air operated shovels
(d) Electric driven shovels
(e) Ditching machines
(f) Dragline equipment
(g) Clam shells
(h) Economical sizes for different work
(!) Methods of handling
18. Pile Drivers and Derrick Cars
(a) Creeping drivers
(b) Self-propelled drivers
(c) Drop hammers
(d) Steam hammers
(e) Auxiliary equipment
(f) Derrick cars
(g) Equipment for driving and pulling sheet piling
19. Snow and Ice Thawing Equipment
(a) Electricity
(b) on
(c) Gas
(d) Use of weed burners
20. Scheduling the Use of Work Equipment
(a) System equipment
(b) Division equipment
(c) Equipment used in seasonal work
21. Care of Equipment When Not in Use
22. Standard Color for Work Equipment and Motor Car?
The above list will be extended as additional work equipment is designed and
produced.
REPORT OF COMMITTEE XXIII— SHOPS AND
LOCOMOTIVE TERMINALS
J. M. Metcalf, Chairman; E. E. Kimball, L. H. Laffoley, Vice-
W. J. Bennett, L. P. Kimball, Chairman;
H. G. Dalton, H. C. Lorenz, W. A. Radspinner,
A. G. Borland, J. S. McBride, E. H. Roth,
E. A. Dougherty, F. E. Morrow, J. C. Ryan,
Benjamin Elkind, B. M. Murdock, L. K. Sillcox,
A. T. Hawk, E. S. Pennebaker, A. L. Smith,
A. W. Johnson, V. B. W. Poulsen, H. W. Williams,
A. S. Kent, R. P. Winton,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
(1) Revision of Manual. No report.
(2) Welding equipment installations as applied to Shops and Locomotive Ter-
minals. Progress in study^ — no report.
(3) Adaptation of enginehouses, shops and engine terminal layouts for handling
oil-electric locomotives and rail cars (Appendix A). Progress report.
(4) Power plants (Appendix B). Progress report.
(5) Outline of complete field of work of the Committee (Appendix C).
The Committee on Shops and Locomotive Terminals,
J. M. Metcalf, Chairman.
Appendix A
(3) ADAPTATION OF ENGINE HOUSES, SHOPS AND ENGINE
TERMINAL LAYOUTS FOR HANDLING OIL-ELECTRIC LOCO-
MOTIVES AND RAIL CARS
H. G. Dalton, Chairman, Sub-Committee; W. J. Bennett, A. G. Borland, E. A. Dougherty,
B. Elkind, A. T. Hawk, A. W. Johnson, A. S. Kent, L. P. Kimball, F. E. Morrow,
B. M. Murdock, W. A. Radspinner, L. K. Sillcox.
The Committee last year presented a brief description of major facilities in use on
one road for handling streamlined articulated trains operated by oil-electric locomotives.
In addition the following auxiliary facilities are recommended for consideration:
Air Conditioning
Approved electric outlet boxes should be provided at suitable locations alongside of
the inspection pit for air conditioning service to be provided to the train before being
taken from the coach yard to the passenger terminal.
Air Service
High pressure air piping with suitable outlets located alongside of the pit should be
furnished for service and testing air brakes and cleaning service.
Service Water
Suitable outlets should be furnished alongside of the pit and storage tracks to fur-
nish water for the service water tanks under the train and for cleaning purposes.
Bulletin 389, September, 1936.
137
138 Shops and Locomotive Terminals
Storehouse Facilities
Necessary store facilities should be furnished close to the passenger yard for carry-
ing such supplies peculiar to this type of equipment.
Shop Facilities
The necessary shop facilities for turning wheels and axles and other necesrary re-
pairs for this equipment should be located close to the passenger yard.
Electric Lighting
Electric illumination should be provided along both sides of the pit and storage
tracks for use in servicing these trains during the night period.
Appendix B
(4) POWER PLANTS
E. H. Roth, Chairman, Sub-Committee; B. Elkind, A. W. Johnson, A. S. Kent, E. E.
Kimball, L. H. Laffoley, H. C. Lorenz, J. S. McBride, F. E. Morrow, B. M. Mur-
dock, E. S. Pennebaker, V. B. W. Poulsen, W. A. Radspinner, J. C. Ryan, A. L.
Smith, H. W. Williams, R. P. Winton.
The Committee undertook this year, under this assignment, to make a study of
power plants at important railroad terminals that are entirely self-supporting, that is,
those generating steam and electric power for all demands within their own walls.
There are comparatively few plants of this character and those in operation were,
for the most part, constructed a number of years ago and present little information of
real present value. Likewise the demands and functions of such plants are so varied
that it is almost impossible to draw general conclusions. In the more modern installa-
tions this study is further complicated by the introduction of Diesel engines for generat-
ing current. This tendency is particularly prevalent in sections where petroleum fuel
oil is cheap and coal expensive.
J«..;
Shops and Locomotive Terminals
139
Appendix C
(5) OUTLINE OF COMPLETE FIELD OF WORK
OF THE COMMITTEE
Reference to Reports Made and
Recommendations Adopted
Report in Recommendations adopted
Proceedings for Manual
Bulletin
Year Year or Manual Page
(A) Locomotive Terminals
1. Layouts — General Design
a For Steam locomotives 1926, 1932 1932 B-347 73
b For Electric locomotives 1932
c For Oil-electric locomotives 1936
2. Enginehouses
a Design 1922,32,35 1935 B-379 80
b Special Equipment
1. Ventilation 192S, 26
2. Equipment for drafting loco-
motives 1930
3. Wheel removing equipment . . 1934
c Modernization and adaptation
1. To eliminate use of steam plants 1932
2. For electric locomotives 1932
3. For oil-electric locomotives . . .
3. Fuel and Sanding Stations
a Coaling stations 1928 1928 Manual 1491
b Fuel oil stations 1924, 25, 27, " 1489
28 1925,27,
29
c Fueling stations for oil-electric
locomotives
d Sandmg stations 1929 1929 " 1499
4. Other Facilities
a Turntables 1922, 33, 34 1935 B-379 80
b Cinder pits 1921,22,23,
30 1930 B-327 90
c Washing platforms 1931 1931 B-337 98
d Inspection pits 1931, 32 1932 B-347 72
e Firing up stations 1933
f Locomotives supply stations
g Service Stations for oil-electric
locomotives and articulated trains
h Water stations — See work of Com-
mittee XIII.
(B) Shops
1. Locomotive shops
a For Steam locomotives 1929, 1932
b For Electric locomotives
2. Passenger Car Shops 1922, 26 1926 Manual 1478
3. Freight car shops 1921, 25, 31 1925 " 1481
4. Subsidiary shops
a Paint shops 1934, 35 1935 B-379 84
b Wheel shops 1936
140
Shops and Locomotive Terminals
Reference to Reports Made and
Recommendations Adopted
Report in Recommendations adopted
Proceedings for Manual
Bulletin
Year Year or Manual Page
(C) Accessory Facilities Serving Shops
and Locomotive Terminals
1. Power plants 1934,35
2. Storehouses —
a General 1926,27,32 1926 Manual 1482
1932 B-347 72
b Oil houses 1936 1936 B-381 71
c Paint stores 1936 1936 B-381 72
d Reclamation plants 193S 193S B-379 86
3. Transfer tables
4. First aid stations
5. Sand blasting plants
(D) Special Equipment and Accessories
in Shops and Locomotive
Terminals
1. Unit heaters 1933
2. Welding equipment
REPORT OF COMMITTEE XXV— WATERWAYS
AND HARBORS
F. E. Morrow, Chairman.; E. H. Roth, V ice-Chairman; G. P. Palmer, Vice-
H. B. Barky,
H. T. Bradley,
D. J. Brumley,
M. F. Clements,
A. F. Crowder,
Benjamin Elkhto,
W. D. Faucette,
R. A. Feldes,
R. P. Forsberg,
I. W. Geer,
G. F. Hand,
N. D. Hyde,
G. A. Knapp,
Shu-t'ien Li,
H. S. Loeffler,
R. J. Middleton,
W. G. Nusz,
Chairman;
A. N. Reece,
G. R. Smiley,
C. U. Smith,
W. R. Swatosh,
R. A. Van Ness
Edwin F. Wendt,
S. L. WONSON,
R. C. Young,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully presents its report covering the following subjects:
(1) Revision of Manual. Progress in study — no report.
(2) Levees, dikes and mattresses. Progress in study — no report.
(3) Breakwaters, bulkheads and jetties. It was the consensus of the Committee
that this subject be held in abeyance for the present.
(4) Warehouse piers, coal piers, car float piers and others on the Great Lakes and
seacoast, collaborating with Committees VI- — Buildings and XIV — Yards and Terminals
(Appendix A). It is recommended that the report be received as information and the
subject continued.
(5) Size and depth of slips required for various traffic conditions, including cost
of construction and maintenance (Appendix B). It is the recommendation of your Com-
mittee that the report be accepted as information and the subject discontinued.
(6) Economic principles involved in clearances over navigable waterways. Progress
in study — no report.
(7) Seawalls and ocean shore protection, including effect of wave action and ice.
Progress in study — no report.
(8) Reasonable life of steel casings immersed in sea water. Progress in study — •
no report.
(9) What is navigable water in fact (Appendix C). It is recommended that the
report be received as information and the subject discontinued.
(10) Waterway projects of the United States. Progress in study — no report.
(11) Outline of complete field of work of the Committee. Progress in study —
no report.
The Committee on Waterways and Harbors,
F. E. Morrow, Chairman.
Bulletin 389, September, 1$36.
141
142 Waterways and Harbors
Appendix A
(4) WAREHOUSE PIERS, COAL PIERS, CAR FLOAT PIERS AND
OTHERS ON THE GREAT LAKES AND SEACOAST
Benjamin Elkind, Chairman, Sub-Committee; M. F, Clements, G. F. Hand, Shu-t'ien Li,
H. S. Loeffler, C. U. Smith, R. C. Young.
WAREHOUSE PIERS
This report attempts to cover warehouse piers, their place in a water terminal and
the essential general features of their construction. It does not propose to deal with
these details of construction which are governed largely by local conditions.
Warehouses on piers are of two distinct types of construction, single-storied and
multiple-storied. The length of the pier is generally governed by physical conditions of
the harbor and the length of the vessels to be accommodated. The long piers are gen-
erally considered more desirable as they are more adaptable to the various lengths of
vessels. The width which varies according to the service for which the pier is designed
should be sufficient to provide access to the outboard space of the pier at all times.
The design of pier sheds varies with the demands of shippers. If storage be\ond the
hmits of loading and unloading time is desired then the pier shed becomes a storage ware-
house and should be of fireproof construction and of multiple stories. Design should be
considered on the basis of requirements. It is of doubtful advantage to have structures
of too permanent a nature, in view of the ever increasing dimensions and the general
changing conditions.
Pier sheds are often of light wood construction regardless of their being placed on
concrete fireproof piers. There is small advantage in the construction of a fireproof
shed, if it is to be filled with highly inflammable freight. As a fire control, sheds are
often equipped with steel rolling doors and wire fire walls, spaced 90 to 120 ft., con-
structed on a timber frame but covered with galvanized iron or cement plaster. The
sheds are also equipped with automatic sprinklers, thus securing a low insurance rate.
The warehouse pier as far as it is possible in design, should assure security against theft.
The practice has been to place rail facilities down the center of the warehouse piers,
one or two tracks on the wharf surface or depressed. Where freight is handled directly
from ship slings to cars, track on the outside edges of the warehouse piers have been
favored. This arrangement has also been recommended in warehouse piers where the
freight moving to and from the piers are handled in part by motor trucks. It was
found that the tracks in the center of the shed interfere with the loading process.
A great many piers can be used as warehouse piers to some extent. A shed can be
constructed thereon or it can be used to store materials in the open. The design of the
pier will no doubt restrict its use to loads imposed and to its operation. In order to
properly design the pier it is necessary to know the warehouse that is to occupy it, the
type of construction, the space required, storage capacity, floor loads, trackage, mechani-
cal handling devices, elevators, driveways and some of the functions of operation. To
this end we have gathered and compiled information regarding warehouse piers and
warehouses located on rail-water terminals.
The Yards and Terminals Committee of this Association in 1931 assembled informa-
tion on warehouses located on Rail-Water Terminals. The information is voluminous
and has never been published but it is on file in the office of the Secretary of the AREA.
Of the warehouses reported only about 25 per cent are less than 25 feet from the dock
side. This seems to indicate that most of the warehouses are not located on piers and
therefore do not come within the scope of this Sub-Committee's assignment, but the
information, it is believed, is valuable for the designer of warehouse piers, for his con-
sideration and for further investigation if desired.
Waterways and Harbors
143
This Committee includes as information the following excerpts from the information
assembled by the Yards and Terminals Committee:
Warehouses reported —
Rail and Water Terminals
Type of construction ' Ocean Lake Rivet
Wood frame 13 2 2
Wood, steel and concrete 2
Wood, brick and concrete 3
Brick 9
Brick and concrete 1 1
Concrete reinforced 2 2
Concrete reinforced and structural steel 1
Structural steel 1
Structural steel, brick and reinforced concrete 1
Number of stories
33
24
One story
Two story
Three story 2
Four story 2
Five story 2
Seven story 2
Eight story 1
33
Allowable load on first story
Lb. per square foot
125 to 199 3
200 to 299 2
300 to 399 1
400 to 499 2
SCO 10
600
750
1000
Over 1000
29
Allowable load on upper stories
Lb. per square foot
100 1
250 3
300 3
400 2
9
Per cent of area reserved for aisles
5 1
10 4
13 1
15 1
18 1
20 1
25 3
30 2
33 1
40 1
None 5
21
144 Waterways and Harbors ^__
Warehouses reported —
Rail and Water Terminals
Ocean Lake River
Headroom in first stories
10 to 12 ft ; 10 1 1
13 to IS ft 10 1 1
17 to 20 ft S
Over 20 ft S 1 1
Headroom in upper stories 30 3 3
8 to 10 ft 4
12 ft 2 1
20 ft 1
Distance from warehouse to dock side 7 10
Less than 10 ft 2 1 1
10 ft. to 15 ft 2
16 ft. to 25 ft 1
26 ft. to 50 ft 4
51 ft. to 100 ft 4
101 ft. to 200 ft 5
201 ft. to 300 ft 1 1 1
301 ft. to 400 ft 2
401 ft. to 1000 ft 2
Over 1000 ft 6
Track arrangement 27 4 2
One track 13 1
One track each side 1
Two parallel tracks 6 2 2
Three parallel tracks 3
One track inside 2
Two tracks inside 1
Three inside and two parallel tracks 1
Four tracks inside 1
Two tracks parallel, one inside 1
Series of spurs 1
Four sidings 1
Tracks inside 1
Track elevation 29 5 3
Depressed 21 2 1
Surface 8 2 2
Both 1
Facilities for movement of freight between stories 30 4 3
Inside elevators and whip hoists 3
Elevators alone 5 1
Ramp 1
Capacity of warehouses — Dry storage 8 2
Reporting tons
190, 750, lOOO(R) , 1200 3 1
3060 1
2500, 4500 per section 1
5000, 6570(0), 9500 1 2
10500, 25000(0), 36000 1 2
142281, 288450 2
Waterways and Harbors
US
Warehouses reported —
Rail and Water Terminals
Ocean Lake River
Reporting square feet
9900, 120000, 201,000 3
500000, 500903 2
750000, 811900 2
3700000 1
Reporting cubic feet
314160, 528527, 560475, 494600, 600000, 667680, 724250, 764250,
918750, 1373628, 1440260, 5054360 12
Reporting ft. b.m.
1500000 1
27 5 3
Capacity — cold storage
250,000 sq. ft 1
350,000 sq. ft 1
500,000 cu. ft 1
3,500,000 cu. ft 1
22,500 tons 1
Ship
to car
0 L R
Racilities for move-
ment of freight
Hand truck only 5 1
Hand truck and gasoline tractor
Hand truck and fwrtable
conveyor 1
Hand truck and elevating truck
Hand truck and electric tram
Hand truck and derrick 1
Hand truck and shiptackle ... 1
Hand truck tractor and trailer I
Hand truck, electric and gas
tractors
4 wheel truck 1
Hand and elec. trucks 2 1 1
Hand, gas and electric trucks 1
Truck, motor or freight cars..
Tractors and trailers 2
4 wheel tractor and trailer. . . .
Hand, gas and elec. tractors . .
Tractors, trailers and ship tackles
Tractors and trailers via elevator
or Burton Hoist
Electric crane and electric
tractor
Electric crane to trailer or direct 1
Conveyor
Ships tackle 2
Ships tackle and locomotive
crane 1
Gantry crane 1
Locomotive crane
Electric train
Freight cars
Misc'l gear
Not identified 1 1
No facilities __ 2 _
31 i 3
Ship to
Warehouse
0 L R
Car
to ship
0 L R
Warehouse
to ship
0 L R
Car to
Warehouse
0 L R
Warehouse
to car
0 L R
6 1 1
1 1
5 1
1
4 1 1
1
1
1
16 3 1
2
I
15 3 I
2
1
1
9
1
5
I
1
31 4
1
T
1
19
2
4
1
1
26
30 4
146 Waterways and Harbors
The greater portion of the terminal? reported one story warehouses. For the ocean
terminals the average allowable load for the first floor was 500 lb. per sq. ft. The lake
terminals averaged 300 and the river 500. Upper stories for all classes ranged about
300-lb. per sq. ft. Privately owned terminals reserved on the average 25 per cent of the
floor area for aisles and the publicly owned terminals about 15 per cent. Privately owned
ocean and lake terminals had average headroom clearance of 13-14 feet while privately
owned river terminals had 20 for the first floors. Publicly owned ocean and river ter-
minals had 16 and 12 respectively. Upper stories for all classes averaged 10-12 feet.
In general, public terminals are better equipped with mechanical handling devices
than are the private ones. There is both a greater variety and a greater number of
units at the public terminals. All warehouses seem well supplied with track facilities.
One-half or more have depressed tracks.
About the same ratio as reported warehouses reported dry storage. The units in
which capacity was reported were not consistent, but in general the average private
terminal warehouses had a capacity of 5,000-10,000 tons and the public terminals about
double. Very little cold storage was reported.
In many cases a steamer may have freight for all railroad warehouse piers, each of
which may deliver freight to the same steamer. This results in the use of tugs, barges
and lighters with the result that there is much .sorting and spreading out of freight at
the piers where deck floor space should be provided for this handling. It should be
located so as to minimize interference with the loading process of freight cars.
The piers are subject to rough usage in the berthing of shipj, lighters, barges, etc.,
and there is the further effect of corrosion and deterioration due to salt water and its
active marine growths. Report of this Committee on Fender Systems in Volumes 35
and 36 deals with this subject. Reference should be made to it in this connection.
The following are descriptions of existing warehouse piers of various types:
This pier (Fig. 1) is located on the Norfolk and Western on the east shore of the
Elizabeth River, just inside of Hampton Roads, accommodates export, coastwise and
intercoastal commerce. All kinds of merchandise are handled. This warehouse pier is
also used as a freight house. Highway trucks move on to it to handle freight locally.
The water depth is maintained at 35 ft. below mean low tide on each side and at the
outshore end affording 2,600 linear ft. of berthing space.
The pier is 222 ft. wide and 1200 ft. long. The shed is 208 ft. wide and about 1210
ft. long. A 7 foot apron is located on each side of the shed. The substructure gen-
erally is of creosoted material while the superstructure consists of steel columns and roof
trusses, supported on steel cylinders and concrete pedestals. The roof is covered with
five ply tar and gravel. The floor was designed for 500 lb. per sq. ft. loading, trucks
operating thereon are limited to 8 tons gross. The minimum headroom is 20 feet.
The shed is equipped with motor operated rolling steel doors and a complete system
of concrete driveways is provided for trucks to drive on to the pier. There are four de-
pressed railroad tracks located at the center of the pier with a total capacity of 100 cars.
The total area of shedded pier is 251,680 sq. ft. of which 24 per cent (60,000 sq. ft.)
is occupied by tracks, 14 per cent (36,000 sq. ft.) is occupied by traffic aisles and 6 per
cent (15,000 sq. ft.) is occupied by escalator ramps leaving 56 per cent (140,680 sq. ft.)
available for temporary storing and sorting. The cargo capacity is about 30,000 tons.
Metal traffic aisles in the shed are 12 ft. wide and extend along each side with 4 cross
aisles, one at each end and two others located between the end aisles. The metal traffic
aisles are used as driveways for highway trucks and for the motor truck trains. Transit
sheds supplementing the pier are located back of the bulkhead and are indicated on the
plan which is a part of this report.
im
Waterways and Harbors
147
^ ^Creosoted pine fender
X^ piles. Salter J^'per foot.
^Outside floor 3'VPftrealed)
148 Waterways and Harbors
Escalator ramps are provided for transfer equipment between ship and pier and
motor truck trains consisting of a small industrial truck and trailers handle cargo to
railroad cars and transit sheds.
Fire protection on pier consists of a complete automatic dry pipe sprinkler system.
The pier originally 800 ft. long was constructed in 1914 at a cost of about $3.50
per sq. ft. (An extension of 400 ft. was added in 1930). This figure includes bulk-
heads, dredging, tracks, fire walls, sprinkler system, etc.
The service life of the pier is estimated to be at least 40 years. There has been no
serious depreciation. Recent examination of piling indicated no serious damage by
marine borers which good condition is due to the creosote preservative. The floor which
has not been renewed since the pier was constructed appears to be in good condition
after 20 years service due to the use of metallic traffic treads. The steel superstructure
shows no reduction in metal from corrosion while the roof appears to be in as good
condition now as when originally placed.
The most vulnerable part of the warehouse pier has been the rolling steel doors,
damage being caused by careless handling of merchandise. One cent per sq. ft. of floor
area covers the annual maintenance cost.
This pier (Fig. 2) is located on the Northern Pacific at the downtown waterfront
in Seattle, Washington, and accommodates ocean and inland coastal water commerce
consisting of package freight, baggage and steamship passengers. It has 1600 linear feet
of berthing space on the sides and 130 feet at the end with a minimum water depth of
24 ft. and maximum 55 ft. below mean low water.
The substructure is 130 ft. wide and 850 ft. long and consists of creosoted pile and
timber construction. The warehouse shed, a two story 100 ft. X 830 ft. timber con-
struction, has a 25 ft. apron on one side, 5 ft. on other side and 20 ft. along the end.
All cargo is handled on the main floor with passenger facilities and offices on the second
floor. The headroom of first story is 18 ft., second story 10 ft. Allowable load on
main floor is 700 lb. per sq. ft. Access to second floor is by stairways and gangway
from upper deck of ships.
Doors are the steel rolling type in the outside walls of the freight section. One
railroad track located in the 25 ft. apron, depressed 3 ft. 2 in. below main floor, runs the
full length of the pier. The car capacity of this track is cut down by the necessity of
opening for slips, giving access direct from boats to warehouse. An asphalt driveway
40 ft. wide along center of pier is provided for trucking at the same elevation as the
main floor.
The total capacity of the warehouse main floor is 39,385 sq. ft., divided as follows: —
General freight 35,000 sq. ft.; bonded freight 1,385 sq. ft., and baggage 3,000 sq. ft.
This is the total available floor space exclusive of full width deduction for trucking slips
to boats and access to stairs and does not include the paved driveway or offices.
The cargo transfer equipment consists of 11 adjustable trucking slips or heavy
bascule gangways whose outer level is adjustable to varying deck levels; one stiff leg
derrick and several portable conveyors. Fire hydrants are provided as fire protection
with main reliance on city fire department including fire tugs.
No data was given on cost of construction, service life or maintenance cost.
About three-fourths of the cargo handled in and out of boats is conveyed by trucks
to other points in the city and freight is not lightered to ships.
The pier, constructed in ]Q14, is now 22 years old. It is described here as the only
one on the western coast about which the information was available to this Committee.
Waterways and Harbors
149
150
Waterways and Harbors
This pier (Fig. 3) is located on the Erie Railroad at the west shore of the Hudson
River at Weehawken, NJ., and accommodates ocean commerce. The substructure of the
pier is 757 ft. long and 101 ft. wide and has 5,809 piles 80 to 110 ft. long and the average
length of bearing piles is 90 ft. The foundation piles are cut off about one foot above
mean low water, capped with 12 in. X 12 in. timbers on which 6 in. spliced timber deck-
ing is applied. Concrete walls around the edges of the pier, track and elevator pits and
stairwalls, footings for columns and fire walls were constructed upon the timber deck-
ing. The remaining spaces below the first floor slab and tracks were filled with engine
cinders. All concrete below high water level was precast in blocks and above high-
water level was cast in place and reinforced. The total live load is 1,000 lb. per sq. ft.
of pier.
RooP-Live load 4-0' per square foot
Third Floor- Live load
200* per square foot
Second Floor - Live load
300 * per square foot
First Floor -Live load
500* per square foot-
Trolley Beano
-Dockstdc Elevator
11^^^ Closed position
^^^^orelev<3tor
_ Iv "/t N
-Rail Runway
■rMsan Hign Water
^Mean Low Water
-Fender Piles
Fig. 3
Fig. 3. — Modem Multiple-Storied Warehouse Pier Located
in the Hudson River at Weehawken, N. J.
The first two floors of the pier shed are used for handling autos, trucks and tractors
and the third floor for storing rubber. Because of the fireproof construction of this
pier the insurance rate for storing rubber here is much lower than on the other piers
in the harbor. The pier is also used for passenger service. Baggage and LCL freight
are handled.
The full length of pier on both sides is available for wharfage. The slip on the
east side is 200 ft. wide for the full length of the pier and the slip on the west side is
290 ft. wide for a distance of about 340 ft. from the offshore end of the pier whDe
the remainder is restricted to 100 foot width by a mooring rack. Both slips are dredged
to a depth of 30 ft. below mean low water.
The shed, one of the first of the three story type constructed in New York Harbor
is 101 ft. wide, 757 ft. long and 44 ft. 9 in. average height. The first floor has a 13 ft.
headroom and is designed for a live load of 500 lb. per sq. ft.; second floor with 11 ft.
3 in. headroom is designed for live load of 300 lb. per sq. ft. and third floor which has
10 ft. headroom is designed for live load of 200 lb. per sq, ft. The pier shed is of
Waterways and Harbors 151
structural steel frame with corrugated iron siding and steel deck roof. An innovation in
floor design is the so-called "channelplate" system used on the two upper floors, more
particularly described later, which is covered with a heavy duty asphaltic mastic. The
shed is equipped with pre-action system of automatic sprinklers, remote control stand-
pipe system, fireproof stairways and reinforced concrete fire walls divide the pier into
two sections. An electric fire alarm system and a watchman protect the shed against
fire and theft.
The pier is equipped with steel sash vertical lift-swing steel doors and has four in-
side freight elevators and four dock side freight elevators, serving all floors of the pier.
All elevators have 4-ton capacity. The dock side elevators, the first of their type in
New York Harbor, are intended primarily for the loading of automobiles on their own
wheels into steamships. They are entirely outside the pier shed and their platforms
are hinged at one end so that when not in use they may be folded up in a vertical posi-
tion against the sides of the pier shed. At present two of the dock side elevators are
raised, lowered and moved along the pier by ship's tackle and two are independently
cperated by electric power. Provision has been made for the future installation of elec-
tric machinery on the structural steel frame for the other two.
The total floor area of the shed is 183,150 sq. ft. of which 45,450 sq. ft. is on the
first floor, 68,700 sq. ft. on the second floor and 60,000 sq. ft. on the third floor. This
is the total available floor space and does not include area occupied by track pit, ramps,
elevators, stairs, toilets, storerooms and offices. The storage capacity, if used for rubber,
is 100 carloads on first, 160 on second and 135 on third floor.
Two railroad tracks each 730 ft. long are located along the center of the pier and
extend within one bay of the full length of the shed and have a total capacity of 32
cars 45 ft. long. The tracks are centered at 17 feet and are in a pit 29 ft. wide with the
top of rail 3 ft. 6 in. below the first floor level.
Two driveways each 12 ft. wide enter the first floor of the pier by ramps on 6 per
cent grade and are used by trucks to carry LCL freight and baggage to and from local
points. Personal cars to be used in foreign countries by passengers are also brought to
the pier via these driveways which are considered a very important advantage of the
pier.
Cargo transfer equipment consists of the eight elevators heretofore mentioned and
of two, four and six wheel trailers which are hauled in trains by gasoline tractors. Ship's
tackle is also used to transfer a cargo.
Harbor lighter service is available from all points in the harbor within lighterage
limits.
The pier was originally designed to carry a two story shed but the three story shed
was constructed without increasing the loads on the foundation piles. This was ac-
complished by using a new lightweight steel plate floor construction known as the
"channelplate" system consisting of %-in. thick steel plates, die formed from the blank
by a hydraulic press. The sections are crowned J-^-in. and are 24-in. wide by 8-in.
deep on the second floor and 19-in. X 9-in. on the third floor. The bottom flanges are
from 2J/2-in. to 3^-in. wide and sections are l5-ft. long. The vertical sides of these
channelplates are bolted together to prevent any difference in deflection with adjacent
sections. The channelplates are supported on the top flanges of the crossbeams at
column bents. The floor is surfaced with heavy-duty asphaltic mastic having a mini-
mum thickness of IJ/^-in. over the crown and 2-in. at the edges.
The pier was completed in July, 1931, at a cost of about $18.70 per sq. ft. area of
first floor.
152 Waterways and Harbors
Appendix B
(5) SIZE AND DEPTH OF SLIPS REQUIRED FOR VARIOUS TRAF-
FIC CONDITIONS, INCLUDING COST OF CONSTRUCTION
AND MAINTENANCE
C. U. Smith, Chairman, Sub-Committee; A. F. Crowder, Benjamin Elkind, G. F. Hand,
R. J. Middleton, W. R. Swatosh, R. C. Young.
Description
For the purpose of this report, the type of slips herein referred to are the waterways
between piers or other structures providing access to general cargo and ferry facilities.
General
In determining the size and depth of a slip to serve any particular facility, the
proposed uses and requirements of that facility must be carefully considered. These
uses and requirements vary to such a large degree that it is practically impossible to set
up definite dimensions for slips even by classifications such as passenger, passenger and
cargo, cargo, coal, ore, grain, etc.
A further consideration in the determination of slip dimensions, particularly width,
is the value of the land behind the established bulkhead line which is generally the
line along the base of the piers. Where land values are high and the maximum usage
is to be made of the available waterfront, it might be considered good practice to make
the slips as narrow as possible, consistent with the required operations. On the other
hand, when plenty of waterfront is available, more consideration should be given to
the ease of operation for a given purpose, thus tending to wider slips.
The usage of slips must be kept in mind when determining their dimensions. As a
suggestion of possible usage, the following is submitted:
(1) Passenger service:
(a) Where only one side of the slip will be occupied at a time.
(1) One berth
(2) Two berths
(b) Where both sides of the slip will be occupied at a time.
(1) One berth
(2) Two berths
(2) Passenger and cargo service; general cargo service.
(In addition to (a) and (b) above noted, it must be determined if
lighter service is to be provided for.)
(3) Special services such as coal and ore docks.
(Careful consideration must be given to the proposed methods of
operation, and when a method is determined the dimensions of the
slip must be sufficient to permit of this method being followed.)
In the above tabulation of usage, more than two berths to a length of the slip has
not been considered. The reason for this is that only in special cases such as fish
piers, excursion boat landings and similar usage is it found that more than two berths
are provided at a pier or wharf. The generally accepted length of a standard berth
is 500 feet (for general cargo ocean piers).
Inasmuch as slips are generally located between piers, it is important to call atten-
tion to the effect of the length of the pier on the width of the slip. To pass a vessel
of ordinary size to the inner berth in a slip being used on both sides, obviously requires
a greater slip width than where this operation is not to be performed. In such cases,
allowance for lighters must be made if they are to be used.
(
Waterways and Harbors 153
An important and necessary factor to be considered in the determination of slip
dimensions, is the size and type of vessel that is proposed to use the slip. In this
connection, it should be noted that there is a considerable difference between types
of vessels on the Great Lakes and in ocean service.
Other things to be considered include: (1) Currents at the mouth of the proposed
slip; (2) weather and water conditions such as prevailing heavy winds, tides and ground
swell or wave action in the slip; (3) the use or non-use of tugs by vessels proposing to
enter or leave the slip; (4) character of material to be excavated or dredged to deter-
mine the location of the piers where suitable slips or berths can be provided and
maintained at reasonable expense.
Passenger and Car Ferry Slips
At numerous places throughout the country, ferry boats are operated to handle:
(1) passengers, automobiles and trucks and (2) railroad cars across waterways. These
operations definitely require the use of slips.
In the first class, which may be generally designed as passenger service, the slips
are between fender walls so constructed as to receive the ferry boat in a tight fit and
assure it against lateral motion. In this service, the location of the slip is principally
determined by requirements for public service and convenience. The dimensions of such
sUps are such as may be required to conform to the size and shape of the ferry boats
and the depth of slip to conform to the ferry draft and loading and tidal fluctuations
if any.
In the second class or car ferry service, the slips are also between fender walls
or a series of pile clusters so constructed as to conform to the outline of the after end
of the ferry. (Refer to Vol. 38, No. 387, July 1936 issue of the Bulletin of the
American Railway Engineering Association for a complete description of car ferry
facilities.) The location of slips in this service is primarily determined by the track
layout to service the slip and can usually be arranged so as to take into consideration
the physical situation as reflected in the matter of expense. The dimensions of slips
are in these cases also determined by the size and shape of the ferry boats in use. The
depth of slips in the case of car ferry service is generally greater than that required in
passenger service by reason of the greater draft of the ferries imposed by the loads they
carry. The draft and fluctuation in water levels combine to determine the proper
and required depth of slip.
Statistical Data
The following notations have been developed from statistics taken from various
reliable sources, and are considered as helpful in determining the proper size of slips
to service various passenger and cargo facilities and vessels.
The approximate dimensions of ocean vessels, not including such super-liners as the
Queen Mary, Normandie and Bremen are as shown:
Length from 250 to 900 feet.
Beam from 37 to 98 feet.
Draft (loaded) from 22 to 40 feet.
From information obtained through questionnaires by a Sub-Committee of Com-
mittee XIV — ^Yards and Terminals, the following data has been compiled:
At 30 ocean ports,
for general cargo slips:
Depths range from 8 to 40 feet.
Widths range from SO to 450 feet.
154 Waterways and Harbors
Slips at coal docks show:
Depths range from 20 to 33 feet.
Widths range from 30 to 260 feet.
Slips at ore docks show:
Depths range from 20 to 40 feet.
Widths range from 70 to 260 feet.
Slips at general merchandise piers show:
Depths range from 10 to SO feet.
Widths range from SO to 4S0 feet.
Such a wide range of depths and widths for slips emphasizes the difficulty of making
specific recommendations and indicates the necessity of careful study with reference
to the use of adjacent facilities, and the type and size of vessels that may come to these
facilities.
Probably the longest cargo piers in the world are at Seattle, Washington, where two
piers 310 ft. X 2530 ft. and 367 ft. X 2543 ft. form the Smith's Cove unit. The slip
width between these piers is 3S0 ft. with a 25 ft. depth of water at extreme low tide.
At New York there have recently been completed three of the longest passenger piers
in the world. These are used to berth the Queen Mary and the Normandie. They are
1000 ft. long and 125 ft. wide, with slips 400 ft. wide between them, providing a water
depth of 46 ft. at extreme low tide.
Depth of Slips
To determine the depth of a slip in any development, the primary consideration,
of course, is the draft of the vessels that are proposed to use the slip, care being taken
to provide sufficient slip depth for the deepest draft vessel at low tide, if in tidal waters.
It may be necessary to provide a depth of water in a slip or berth in excess of the
depth of the approach channel, so that boats with draft in excess of channel depth at
low water may lie safely in the slip or berth during low water periods. However, unless
this condition is to be met, the depth of slip should be arranged to meet the maximum
future channel depth. In all cases, the existing and proposed navigable depth of
channels should be determined. This can generally be obtained from the U. S. District
Engineer.
Construction and Maintenance Costs
The construction cost of slips will vary with their size and the amount and char-
acter of material that has to be removed to provide the slip of desired dimensions.
These factors are so variable that your Committee does not feel that it is possible
to furnish any worthwhile information in this respect. A compilation could be made,
by questionnaire, to determine the costs of some of the later slips (costs of the old slips
being practically impossible to obtain) but this would involve considerable work and
in the end it is not felt that the results would warrant the effort, as each slip cost
would be governed by local conditions, geographical location, etc., and would not rep-
resent typical conditions.
As to maintenance costs, the same conditions prevail as are referred to in the
remarks on construction costs. The cost of maintenance, which is almost exclusively the
cost of periodical dredging, depends upon: (1) the character of material in the slip
and waterways approaching it; (2) tides and currents; (3) wind and weather; and (4)
condition of the retaining walls or structures around the slip which may permit material
to infiltrate into the slip. By reason of these varying conditions, each slip is an inde-
pendent problem and the comments made with reference to costs of construction apply
also to maintenance costs.
Waterways and Harbors ISS
Conclusions and Recommendations
Your Committee submits as its conclusions and recommendations with reference
to its assigned subject, the following:
1. Size and depth of slips depends upon so many variables that it is the opinion
that each layout must be treated on the basis of the local information, but as an average
it is recommended that for two-berth slips (approximately 1000 ft. long) for servicing
general merchandise cargo vessels, a width of 300 ft. is satisfactory, with a depth to
correspond to the depth governing in the approach channels or to account for tidal
range.
2. Cost of construction and maintenance is so variable that such can only be
developed by questionnaires, and then it is felt that the information obtained would be
so specific as to make it of no general value. The circulation of questionnaires is not
recommended.
3. The Committee is of the opinion that the determination of slip dimensions is so
dependent upon the design of the facility the slip serves, that the study of design of
such facilities with recommended slip dimensions included would not be of benefit to the
Association, and therefore recommends that this report be published as information
and the subject discontinued.
Appendix C
(9) WHAT IS NAVIGABLE WATER IN FACT
N. D. Hyde, Chairman, Sub-Committee; H. B. Barry, R. P. Forsberg, W. G. Nusz,
G. R. Smiley, Edwin F. Wendt.
REVIEW OF COURT DECISIONS AND INTERPRETATIONS
The Federal Government is given control over navigable waters by the commerce
clause of the Federal Constitution. (See footnote 1.) The case of Leovy vs. United
States, 177 U.S. 623, comments on this grant of power as follows, at page 633:
"When it is remembered that the source of the power of the general
government to act at all in this matter arises out of its power to regulate com-
merce with foreign countries and among the States, it is obvious that what the
Constitution and the acts of Congress have in view is the promotion and pro-
tection of commerce in its international and interstate aspect, and a practical
construction must be put on these enactments as intended for such large and
important purposes."
Navigable waters which are navigable in fact are included within the scope of this
clause. Whether a water body is navigable within the clause or not depends upon the
facts in each particular case. The Supreme Court has set out a few general rules and
requisites for the determination of navigability. One of the best definitions is given in
the early case of The Daniel Ball, 77 Wallace's Reports, 557, at page 563:
"Those rivers must be regarded as public navigable rivers in law which
are navigable in fact. And they are navigable in fact when they are used, or
are susceptible of being used, in their ordinary condition, as highways for com-
merce, over which trade and travel are or may be conducted in the customary
modes of trade and travel on water. And they constitute navigable waters of
the United States within the meaning of the acts of Congress, in contradistinc-
tion from the navigable waters of the States, when they form in their ordinary
condition by themselves, or by uniting with other waters, a continued highway
over which commerce is or may be carried on with other States or foreign coun-
tries in the customary modes in which such commerce is conducted by water."
Footnote No. 1 — Article 1, paragraph 8, provides: "Congress shall have power to regulate com-
merce with foreign nations and among the several states . ."
^56 Waterways and Harbors __^_^__
The State governments, as well as the Federal government, exercise control over
navigable waters within their boundaries. It should be pointed out that generally the
States' requisites to make water navigable are more liberal than the Federal Govern-
ment's (See footnote No. 2). That is, the capacity for navigation has to be reason-
ably large to bring it within the meaning of the commerce clause, while a State may de-
clare water navigable which has the barest possibilities for navigation. (See Footnote
No. 3.) The State Court may make a finding that certain water is navigable, but this
would not give the Federal government control unless there is also a finding that the
water body is navigable within the meaning of the commerce clause. Justice Hughes
makes this distinction in the case of United States vs. Utah, supra. At page 75 he says:
"The question of navigability is thus determinative of the controversy,
and that is a federal question. This is so, although it is undisputed that none of
the portions of the rivers under consideration constitute navigable waters of the
United States, that is, they are not navigable in interstate or foreign commerce,
and the question is whether they are navigable waters of the State of Utah."
Also, in the case of United States vs. Doughton, 62 fed. 2nd 936, the followinK language
is used on page 940:
"and the sole question in both cases was as to navigability, not as to whether
the streams and waters in question were navigable waters of the United States
subject to the control of Congress by virtue of the commerce clause of the
Constitution."
Therefore this review of the cases is confined almost completely to those which had
to do with the determination of "navigability" within the Federal sense of the term.
In the definition which was quoted from The Daniel Ball, supra, it will be seen that
there are three important factors which the courts looked to in making their findings
on navigability of water bodies, viz: (a) its present use; (b) its potential use; (c) its
physical condition when in its natural state.
The courts have passed on the present use of water bodies in great varieties of situ-
ations. Some of these were considered navigable where navigation was possible for but
a few months of the year, (See footnote No. 4) where portages were necessary, (See
footnote No. S) where a stream had artificial obstructions in it, such as dams, (See
footnote No. 6) where sand bars and rapids interfered, (See footnote No. 7) where the
principal use was limited to floating logs, (See footnote No. 8) where there has been
little use because of the locality not being settled. (See footnote No. 9). It has been
held that the Federal Government's power extends beyond the limits of the navigable
portion of a stream if the navigable portions are to be materially affected by inter-
ference at a point in the non-navigable portion." (See footnote No. 10.)
"The Government invites a comparison with the conditions found to exist
on the Rio Grande River in New Mexico, and the Red River and the Arkansas
River, above the mouth of the Grand River, in Oklahoma, which were held to be
Footnote No. 2— United States vs. Utah, 283 U.S. 64.
Footnote No. 3— United States vs. Holt State Bank, 2 70 U.S. 49. See also: Webster vs. Harris,
69 SW 782 (Tenn.). The court here held a water body to be in the anomalous catagory of beins
"navigable", though not in "the common acceptation of the term."
Footnote No. 4— Clark vs. Pigeon River Improvement Slide & Boom Co. 52 Fed. 2nd SSO.
Footnote No. S— The Montello, 87 U.S. 430.
Footnote No. 6 — Economy Light & Power Co. vs. United States, 256 U.S. 113.
Footnote No. 7 — United States vs. Utah, supra. At page 87 the court says:
Footnote No. 8 — St. Anthony Falls Water Power Company vs. St. Paul Water Commissioners, 168
U.S. 349.
Footnote No. 9— United States vs. Utah, supra.
Footnote No. 10 — U.S. vs. Rio Grande Dam and Irrigation Co., 174 U.S. 690.
Waterways and Harbors 157
non-navigable, but the comparison does not aid the Government's contention.
Each determination as to navigability must stand on its own facts. In each of
the cases to which the Government refers it was found that the use of the stream
for purposes of transportation was exceptional, being practicable only in time of
temporary highwater. In the present instance, with respect to each of the
sections of the rivers found to be navigable, the Master has determined upon
adequate evidence that 'its susceptibility of use as a highway for commerce was
not confined to exceptional conditions or short periods of temporary high water,
but that during at least nine months of each year the river ordinarily was sus-
ceptible of such use as a highway for commerce.' "
On the other hand water bodies have been held to be "non-navigable" where the
evidence of the navigation was scanty, such as in the case of Leovy vs. United States,
supra. The court, at page 627, reviews the evidence as follows:
"As respects navigation through Red Pass, there was some evidence, on
the part of the government, that small luggers or yawls, chiefly used by fisher-
men to carry oysters to and from their beds, sometimes went through this pass;
but it was not shown that passengers were ever carried through it, or that
freight destined to any other State than Louisiana, or, indeed, destined for any
market in Louisiana, was ever, much less habitually, carried through it."
The same finding was made where the navigation was confined to short periods of
high water during the year, and then when conducted under difficulty. (See footnote
No. 11.) Artificial improvements will not make a stream navigable which would other-
wise have been non-navigable. (See footnote No. 12.) Where natural conditions of
the stream have been changed by accretion through natural means, the court may de-
clare a stream non-navigable which might previously have been considered navigable.
(See footnote No. 13.) A good statement on the use and condition of a stream is found
in Harrison vs. Fife, supra, page 783:
"To meet the test of navigability as understood in the American law a
water course should be susceptible of use for purposes of commerce or possess
a capacity for valuable floatage in the transportation to market of the products
of the country through which it runs. It should be of practical usefulness to
the public as a public highway in its natural state and without the aid of arti-
ficial means. A theoretical or potential navigability, or one that is temporary,
precarious, and unprofitable, is not sufficient. While the navigable quality of
a water course need not be continuous, yet it should continue long enough to be
useful and valuable in transportation; and the fluctuations should come regu-
larly with the seasons, so that the period of navigability may be depended upon.
Mere depth of water, without profitable utility, will not render a water course
navigable in the legal sense, so as to subject it to public ser\dtude, nor will the
fact that it is sufficient for pleasure boating or to enable hunters or fishermen
to float their skiffs or canoes. To be navigable a water course must have a use-
ful capacity as a public highway of transportation."
In regard to the water bodies' susceptibility for navigation, there must be a reason-
able probability that such use will be made of the water, as well as that if there be a
demand for navigation in the future that it would be physically possible. This is set
out in United States vs. Utah, supra, at page 82:
"The question of that susceptibility in the ordinary condition of the rivers,
rather than of the mere manner or extent of actual use, is the crucial question.
The Government insists that the uses of the rivers have been more of a private
nature than of a public, commercial sort. But, assuming this to be the fact, it
Footnote No. 11 — Oklahoma vs. Texas, 258 U.S. 574.
Footnote No. 12 — No. American Dredging Co. of Nevada vs. Mintzer. 245 Fed. 297.
Footnote No. 13 — Harrison vs. Fite, 148 Fed. 781
158 Waterways and Harbors
cannot be regarded as controlling when the rivers are shown to be capable of
commercial use. The extent of existing commerce is not the test. The evidence
of the actual use of streams, and especially of extensive and continued use for
commercial purposes, may be most persuasive, but where conditions of ex-
ploration and settlement explain the infrequency or Hmited nature of such use,
the susceptibility to use as a highway of commerce may still be satisfactorily
proved."
Also in the case of United States vs. Doughton, supra, the court states at pace 938:
"On the other hand, it is not sufficient to bring a stream under the regula-
tory power of Congress that it merely be susceptible of some sort of navigation.
If this were true, there is scarcely a creek or stream in the United States that
would not be navigable water of the United States or that could be bridged
by the State highways or the railroad without the approval of the Secretary of
War. Congress would thus be enabled under the commerce clause to exercise
control over internal affairs of the states in relation to streams where interstate
commerce has no existence, actual or potential; and the states would be de-
prived of vital power in regulating matters of domestic concern, having no re-
lation to commerce. This would clearly contravene the whole theory of the
Constitution as to the division of the powers of sovereignty between state and
national governments. We think that the true rule is that to come within the
regulatory power of Congress, the stream must be susceptible in its natural
condition of becoming a highway of interstate or foreign commerce; i.e., it
must be of such a nature and so situated that there is at least a practical possi-
bility of its being used as a highway for such commerce; for, as has been said,
the power of Congress over navigable waters of the United States, arising as
it does under the commerce clause of the Constitution, 'has reference to com-
merce of a substantial and permanent character to be conducted thereon.' "
The State government would retain control over bodies of water which the Federal
Government has not, by some affirmative act, taken jurisdiction of. (See footnote
No. 14.) That is, a State statute regulating bridges is valid, even though the stream
be navigable within the Federal sense of the term. In fact, the State government and
Federal government may regulate simultaneously, the Federal government prevailing, how-
ever, in case of conflict in the regulations. (See footnote No. IS.) Furthermore, the
Federal government may affirmatively relinquish its control of certain streams which
would leave the States alone to carry out whatever regulation they can within their
police powers. (See footnote No. 16.)
In cases where Federal bureaus attempt to treat water bodies as navigable within
the commerce clause and there is some question about the navigability, it is important
that a careful study of the entire situation be made by the parties in opposition to such
action. The history of the stream should be gone into to find whether in the past
the body had been put to any such use. If it was, then the extent of the use is im-
portant because courts will disregard insignificant uses as shown above. If other forms
of transportation have displaced navigation, the present navigability may be put in doubt,
especially where the early navigation was impractical. The navigation, or possibility of
such should be such as would be of some material consequence in the trade and com-
merce of the locality. The mere fact that there is a stream which might be navigable
does not automatically give the Federal government control of it. A sensible construc-
tion must be given to the commerce clause as the cases above illustrate. Such a con-
struction would definitely delimit the Federal government's powers to only those streams
which are navigable in the commercial sense of the word. As we have seen from the
Footnote No. 14 — Pound vs. Tureck, 95 U.S. 459.
Footnote No. 15— Leitch vs. City of Chicago, 41 Fed. 2nd 728.
Footnote No. 16 — Leitch vs. City of Chicago, supra.
Waterways and Harbors 159
cases above, the Federal government cannot extend its control to the tributaries of
navigable waters, (See footnote No. 17.) and there is authority to the effect that there
must be evidence of actual or possible interstate or foreign commerce before the Fed-
eral government can take control of the water body. (See footnote No. 18.)
Except for the few general principles which have been crystallized by constant
reiteration down through the cases, navigability depends almost completely on the facts
in each particular case. A common sense analysis of the use or possibilities of the use of
a stream in its natural state has to be made in every instance. The courts make the final
determination of navigability but the attitude the courts will take may be fairly well de-
termined if the facts of the navigability are thoroughly investigated.
In connection with this subject attention is directed to a paper presented by G. B.
Pillsbury, Brigadier General, Corps of Engineers, U.S. Army, before the Waterway
Division of the American Society of Civil Engineers on January 19, 1933. A full report
of this paper may be found in the March, 1933, volume of "Civil Engineering", pages
165 to 167, inclusive. This paper is especially valuable as an outline in developing the
facts necessary to determine the navigability of streams.
Footnote No. 17 — Leovy vs. United States, supra.
Footnote No. 18 — Leovy vs. United States, supra.
REPORT OF SPECIAL COMMITTEE ON COMPLETE
ROADWAY AND TRACK STRUCTURE
John E. Armstrong, John V. Neubert, J. E. Teal, Vice -Chair man;
Chairman; C. H. Tillett, A. R. Wilson,
C. J. Geyer, Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
(1) Complete roadway and track for various loads and traffic densities. Progress
in study — no report.
(2) Classification of railways. Progress in study — no report.
The Special Committee on Complete Roadway and Track Structure,
John E. Armstrong, Chairman.
161
REPORT OF COMMITTEE I— ROADWAY
Geo. S. Fanning, Chairman;
L. L. Adams,
J. B. Akers,
F. W. Alexander,
E. J. Bayer,
E. J. Beugler,
F. W. BiLTZ,
H. F. Brown,
G. H. Burnette,
Paul Chipman,
S. N. Crowe,
L. J. Drxtmeller,
L. C. Frohman,
J. A. Given,
Albert Haertlein,
H. H. Harman,
F. W. HiLLMAN,
D. A. Hultgren,
G. E. Ladd,
W. J. Lank,
Harold W. Legro,
E. R. Lewis,
H. T. Livingston,
J. A. Noble,
A. E. Botts, Vice -Chair man;
M. C. Patton,
W. C. Pruett,
C. S. Robinson,
L. S. Rose,
P. T. Simons,
E. M. Smith,
W. C. Swartout,
H. M. SwopE,
J. B. Trenholm,
A. W. White,
W. H. Woodbury,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the subjects assigned. Under each general
subject we were directed to include in the study:
(a) Revision of Manual
See Appendix B — Specifications for Cast Iron Culvert Pipe.
See Appendix D — Concrete slab roadbed.
(b) Adherence to recommended practice.
(c) Progress in the science and art.
(d) Outline of Work.
The subjects assigned are as follows:
1. Physical properties of earth materials, particularly
Their effect upon roadbed performance.
Structural bearing power.
(Appendix A). Progress report.
2. Natural waterways, particularly
Drainage areas, water runoff, and size of openings.
Progress in study — no report.
3. Culverts, particularly
Factors determining their location and type.
Progress in study — no report.
Specifications for cast iron culvert pipe.
(Appendix B). Complete, recommended for publication in the Manual.
Service Life of culverts, collaborating with Committee
XI — Records and Accounts.
Progress in study — no report.
4. Formation of the Roadway, particularly
Width of roadbed and angle of slopes.
Progress in study— no report.
Roadway drainage
(Appendix C).
Progress report.
6. Roadway protection, particularly
Concrete slab roadbed.
(Appendix D). Complete with recommended conclusions for publication in
the Manual.
7. Tunnels, particularly
Specifications for construction.
Progress in study — no report.
Bulletin 390, October, 1936.
163
164 Roadway __^_
8. Fences, particularly
Fence posts and braces.
Corrosion-resisting fence wire, collaborating with appropriate Sub-Commit-
tees of Committee A-S on Corrosion of Iron and Steel, ASTM.
Progress in study — no report.
9. Signs, particularly
Roadway signs required.
(Appendix E). Progress report.
The Comimittee on Roadway,
Geo. S. Fanning, Chairman.
Appendix A
(1) PHYSICAL PROPERTIES OF EARTH MATERIALS
H. W. Legro, Chairman, Sub-Committee; J. B. Akers, E. J. Beugler, S. N. Crowe, Albert
Haertlein, G. E. Ladd, L. S. Rose, H. M. Swope.
Developments in the science of soil mechanics and the art of using materials of the
earth as foundations focused in the first International Conference on Soil Mechanics and
Foundation Engineering, held at Harvard University, Cambridge, Mass., from June 22nd
to 26th, 1936. At this Conference, attended by over 200 engineers of the United States
and eighteen foreign countries, 156 papers were presented, all of which were printed in
full or in abstract form and distributed to the members in two large volumes prior
to the Conference with a third volume to follow.
The AREA was represented by two delegates — W. R. Wilson of the Committee on
Wood Bridges and Trestles and H. W. Legro of the Committee on Roadway.
The stated purposes of the Conference were:
(1) To make a survey of investigations in progress in the various soil
mechanics laboratories.
(2) To collect as much information as possible on the recent developments in
earth and foundation engineering and to make them available to aU
interested engineers.
(3) To compare and coordinate experiences and the result of research.
(4) To initiate closer cooperation for the purpose of advancing scientific
methods on earth and foundation engineering.
The foUowbg notes are under the same designations as the groups by which the
contributed papers were classified.
Section A — Reports from Soil Mechanics Laboratories on Testing Apparatus
— Technique of Testing and Investigations in Progress
Equipment and methods of twenty soil testing laboratories, nine of which are in the
United States, were described. Nearly all laboratories are equipped to classify soils by
grain size and shape, to determine relative moisture content and to study the properties
fundamental to engineering use of soils, viz:— shearing resistance, compressibility, con-
solidation and permeability. Some of these laboratories are at the sites of large en-
gineering projects, — many others are primarily for research purposes in technical in-
stitutions whose services are also available to practicing engineers. With respect to soil
research by railways it is of interest to note that although there are a number of labora-
tories in the universities and higher technical schools of Japan, the Japanese Government
Railways have established their own laboratory under the direction of the Geotechnic
Committee. The Committee is at present carrying on investigations along the following
lines:
Roadway 165
(1) Determination of economical slopes of embankment and cut, measuring
internal friction and cohesion of soils by shearing test machines.
(2) Determination of economical form and thickness of tunnel linings.
(3) Economical design of the foundations of various structures, especially on
weak strata.
(4) The physical and mechanical properties of soils.
(5) Geophysical prospecting by electrical and seismic methods.
(6) Pressure distribution under the foundations of various structures.
Section B — Exploration of Soil Conditions and Sampling Operations
The papers in this section described equipment designed to extract from the ground
as nearly undisturbed samples as possible, particularly of cohesive soils. It has been
demonstrated that change of moisture content and remoulding of soil affect bearing
capacity, therefore accurate laboratory classification depends upon extraction practice
that minimizes disturbance due to driving and squeezing at the cutting edge, to friction
of the sample along the driven container wall and to loss of moisture in transportation
to the laboratory.
Section C — Regional Soil Studies for Engineering Purposes
Regional studies were stated as having the purpose of determining the characteristics
of typical soils in their various layer formations with the view of correlating the informa-
tion obtained with such settlement records as may become available, thus making im-
proved foundation design possible and the prediction of settlements more accurate. A
comprehensive survey has recently been made of Flushing Meadow, an area of about
900 acres on Long Island, N. Y., which is the site of the proposed 1939 World's Fair
and ultimately of a public park of the Department of Parks, New York City. The low,
marshy character of the area, a large part of which had been covered with ash fill,
furnished problems of loading with structures and large amounts of fill. Sub-surface
conditions were explored by borings, samples obtained and tested, soil profiles plotted,
estimates made of soil consolidation, and recommendations submitted covering methods
of filling, sequence of operations, permissible loading, and foundation requirements.
Section D — Soil Properties
The papers in this section were largely descriptive of the technique of research
undertaken in laboratories to learn ihe effects of a multitudinous variety of conditions
in which soils are found (shape, size and relative position of particles, moisture content,
etc.), and which are produced by the manner of loading, on the recognized fundamental
physical properties. In many cases this research was productive of working hypotheses,
but in general, there remains admittedly a vast area of uncharted knowledge, particularly
concerning the clay soils.
Section E — Stress Distribution in Soils
This very complex study was represented in some of the papers by modifications
of the theories for elastic, homogeneous materials to soil materials by comparing observed
effects of tests with theoretical conceptions. A paper of interest to practicing engineers
described measurements taken on the new Midtown Hudson Tunnel at New York with
specially designed pressure plugs installed in the tunnel lining, to ascertain both normal
and tangential pressures of the soil on the tunnel.
Section F — Settlement of Structures
Data from observations of settlements of various types of structures in conjunction
with data obtained from tests of the soils enabled application of remedial measures,
^66 Roadway
described in papers of this section, which covered a wide variety of soil conditions. In-
cluded were the records of settlements in river data material of Cairo, Egypt, and
Shanghai, China, in the light, flocculent subsoil of Mexico City, of the Texas Centennial
Exposition Buildings at Dallas, and of three bridges in the United States, including the
new Mississippi River Bridge at New Orleans.
Section G — Stability of Earth and Foundation Works and of Natural Slopes
Critical height and slopes of embankments were analyzed in some of these papers
and determinations made of the surface of rupture. The importance of drainage methods
to prevent bank slides was emphasized.
Section H — Bearing Capacity of Piles
This group of six papers treats theoretically of the lateral bearing capacity of piles,
of point resistance and lateral surface resistance; contains computations of capacity from
pile loading and pulling tests; and develops a modification of Hiley's pile driving formula
for inclusion in the proposed revised building code for the City of Boston.
Section I — Pile Loading Tests
Detailed observations of pile driving and test loading were recorded covering many
types of piles in various parts of the world.
Section J — Earth Pressure Against Retaining Walls, Excavation Sheeting,
Tunnel Linings, etc.
Experimental research was the basis of some of the papers submitted, from which
elaborations of the theories of earth pressure were derived. Dr. Karl Terzaghi discussed
limitations of the validity of Rankine's and Coulomb's theories.
Section K — Ground Water Movement and Seepage
Four papers presented developed in technical terms theories of water movement
through soil, particular reference being made to seepage under dams.
Section L — Soil Problems in Highway Engineering including Frost Action
in Soils
The great advance made in subgrade procedure in the past two decades by high-
way engineers was illustrated by papers describing in detail the methods employed in
the state highway departments of Michigan, New Hampshire and Texas. In these and
many other states, engineers trained in soil technology obtain and interpret data from
soil surveys, so that stable subgrade with respect to loads, weak underlying materials,
drainage, and climate effects may be provided. The importance of this work is not only
manifest in new construction but is recognized also in economies of maintenance. In
this field the problems have many points in common with those of the railway roadbed.
Frost action in soils is being studied at Harvard University under carefully controlled
conditions.
Section M — Methods for Improving the Physical Properties of Soils for
Engineering Purposes
In the few papers submitted in this group a wide range of devices for improvement
of soils for various purposes was covered. A method of injecting bituminous emulsions
into non-cohesive soils where excessive permeability is undesirable in foundation pits and
where, in other situations, loose soils above water level require consolidation, is prac-
ticed under European patents. For soft clays an electro chemical process is being de-
Roadway \^
veloped by experiment in Germany with encouraging results in increased bearing
capacity. Operations were described by which a French river bridge whose foundations
had begun to fail was restored in strength by means of injections of cement which
effected consohdation of the soil in which the piles had been driven. Foundation stabi-
lization in Italy by use of chemical coagulants was illustrated in a lecture. Increasing
the density of soil in embankments and dams by compaction equipment and methods
obtains desired improvement as brought out by lecture and discussion.
Section N — Modern Methods of Design and Construction of Foundations
In this section the design and construction of foundations in difficult situations was
described in papers having much detail of engineering interest. Settlements were
found to be predictable and effects controlled in instances where the material was
excavated to the equivalent of the total weight of the structure and ingenuity of design
exercised to prevent deformations of the soil during construction.
Section Z — Miscellaneous
There were 21 papers grouped in this section principally for the reason that they
were not ready at the time the classified sections were made up. Without attempting
reference to all of them, there were reports on procedure carried out utilizing the prin-
ciples of soil mechanics at various foundations and dams in the United States, Hawaii
and Europe, experiments relating to the effects of machinery vibrations on foundations,
soil pressure studies, hydrostatic uplift, frost heaving, and new provisions of the pro-
posed Boston building code relating to foundations, allowable loads, pile driving and
loading tests.
It is expected that the 1936 Conference will be followed by others which will ben-
efit in the direction of coordination and practicability from the most complete inter-
change of ideas yet made in the field of soil mechanics and foundations.
Appendix B
(3) SPECIFICATIONS FOR CAST IRON CULVERT PIPE
A. E. Botts, Chairman, Sub-Committee; L. L. Adams, E. J. Bayer, F. W. Biltz, D. A.
Hultgren, W. J. Lank, M. C. Patton, C. S. Robinson.
Adopted from A.S.T.M. Specification A 142-35T
Scope
1. These specifications cover cast iron pipe intended for use in the construction
of culverts.
Classes
2. These specifications cover three classes of pipe: namely, Standard Cast Iron
Culvert Pipe; Heavy Cast Iron Culvert Pipe, and Extra-Heavy Cast Iron Culvert Pipe.
Type of Pipe
(3) (a) Each length of pipe shall be cast as a unit and shall have a full circular
cross-section with outside and inside circumferences concentric. Unless otherwise speci-
fied, the pipe may be smooth, corrugated or ribbed.
(b) The pipe shall be provided with suitable device>, such as hub ends or
interlocking ends, to prevent displacement at joints.
168 Roadway
MANUFACTURE
Material
4. The pipe shiall be manufactured of cast iron of good quality and of such char-
acter as shall make the metal of the castings strong, tough and of even grain, and soft
enough to admit satisfactorily of drilling and cutting. The metal shall be made with-
out any admixture of cinder iron or other inferior metal, and shall be remelted in a
cupola, air-furnace, or electric furnace.
Casting
5. Pipe may be cast either vertically or horizontally in dry or green-sand molds
or by centrifugal processes.
Coating
6. (a) All pipe shall be completely coated inside and out by immersion in coal-tar
pitch varnish to which sufficient oil shall have been added to make a smooth coating,
tough and tenacious when cold, and not tacky nor brittle nor with any tendency to
scale off.
(b) Prior to dipping, the pipe shall be thoroughly cleaned of rust, loose scale,
grease and dirt.
CHEMICAL PROPERTIES AND TESTS
Chemical Composition
7. (a) The iron shall conform to the following ladle analysis requirements as to
chemical composition:
Phosphorus, maximum, per cent 0.90
Sulfur, maximum, per cent 0.12
(b) The metal in the barrel of the finished pipe shall contain not more than
0.90 per cent of combined carbon. The test sample for the determination of combined
carbon shall be composed of drillings representative of the full thickness of the pipe
barrel.
(c) The manufacturer shall maintain a daily record of chemical analyses, and
the portions of this record which concern pipe ordered by a purchaser shall be open to
the inspection of the purchaser at all times.
PHYSICAL PROPERTIES AND TESTS
Strength Requirements
8. (a) The pipe shall not fail and shall develop no cracks when tested under
the following loads by the three-edge-bearing method:
Load, Lb. Per Foot
Class of Pipe of Laying Length
Standard pipe 2000D
Heavy pipe 3000Z)
Extra-heavy pipe 4000D
Note. — D z= nominal inside diameter of pipe in feet.
(b) Pipe specimens tested for strength shall not be tested to destruction if they
will sustain, without cracking, a load 10 per cent in excess of the specified load. If the
purchaser desires tests to destruction he shall specify on the order the number of such
tests which will be required.
I
Roadway l^
Three-Edge- Bearing Method
9. (a) Smooth Pipe. — The lower bearing for the pipe shall consist of two wooden
strips with vertical sides having their interior top corners rounded to a radius of ap-
proximately y^ in. The strips shall be straight and shall be securely fastened to a rigid
block with the interior vertical faces spaced at a distance apart not less than J/2 in.
nor more than 1 in. for each foot of nominal pipe diameter, with a minimum spacing
of 1 in. for any size of pipe. The upper bearing shall be a rigid wooden block, straight
and true from end to end. The upper and lower bearings shall extend the full length
of the outside of the barrel of the pipe exclusive of the bell, if any. The pipe shall be
placed symmetrically between the two bearings and the center of the application of
load shall be at the center of the length of pipe, as illustrated in Fig. 1 and 2. In test-
ing pip)e which is "out of line" the lines of the bearings chosen shall be from those
which appear to give the most favorable conditions for fair test. In testing pipe, the
specimen shall be placed so that the upper bearing will be along the thinnest element.
(b) Corrugated or Ribbed Pipe. — For corrugated or ribbed pipe the require-
ments for the three-edge-bearing method shall be the same as described in Paragraph (a)
for smooth pipe. In the case of corrugated pipe, the bearing blocks shall be placed in
contact with the outside crests of the corrugations. In the case of ribbed pipe, the bear-
ing blocks shall be placed in contact with the tops of the transverse ribs. If the ribbed
pipe has longitudinal ribs, the pipe shall be placed so that the bearing blocks will be,
as nearly as possible, midway between the longitudinal ribs.
Testing Apparatus
10. Any mechanically driven or hand-power device, which meets the following
requirements, may be used:
(a) It shall be substantially built and rigid throughout so that the distribution
of the load to the specimen will not be affected appreciably by the deformation or yield-
ing of any part.
(b) It shall provide for an approximately continuous application of load by means
of a head which, during the test, moves at an approximately uniform rate not to
exceed :
0.05 in. per minute for pipe less than 24 in. in diameter
0.10 in. per minute for pipe 24 to 36 in. in diameter
0.20 in. per minute for pipe more than 36 in. in diameter
(c) It shall provide means for the determination of load with an error not greater
than 2 per cent.
Number of Tests
11. The purchaser may require strength tests in such numbers as he may deem
necessary, provided that if the pipe meets the requirements as to shell thickness and
weight, the number of specimens tested shall not exceed three pipe or S per cent, which-
ever may be larger, of each size and class ordered. In placing an order the purchaser
shall specify the number of strength tests which will be required.
Selection of Test Specimens
12. All pipe for purpose of tests shall be selected at random by the purchaser from
the stock of the manufacturer, or from the pipe as delivered to the work, and shall
be pipe which would not otherwise be rejected under these specifications.
170
Roadway
Length of Test Specimens
13. The laying length of test specimens of pipe shall be not less than 3 nor more
than 4 ft. If the manufacturer proposes to furnish, for use in the work, pipe having
a length greater than 4 ft., he shall furnish for the required tests a sufficient number
of test specimens of the required length.
Testing and Disposal of Test Specimens
14. Pipe specimens shall be tested under a load 10 per cent in excess of the load
specified for the particular class of pipe. Shipments represented by specimens which
sustain the specified load without the development of cracks shall be accepted as ful-
filling the strength requirements. Specimens of pipe which meet all other requirements
of the specifications and which sustain a load 10 per cent in excess of that specified
without the development of cracks shall be accepted for use. The cost of specimens
which fail to sustain the specified load, or a load 10 per cent in excess of that specified,
shall be borne by the manufacturer.
Note. — It is recommended that a test specimen which has been accepted for use
be marked with a suitable identification symbol and be installed in the culvert structure
in such location as will subject it to the least severe loading.
Retests
15. Pipe shall be acceptable under the strength tests when all test specimens fulfill
the strength test requirements. Should any pipe fail to meet the test requirements,
then the manufacturer will be allowed a retest on two similar specimens for each
specimen that failed, and the pipe shall be acceptable only when all of these retest
specimens fulfill the test requirements. No further retests shall be permitted.
SIZES, WEIGHTS AND PERMISSIBLE VARIATIONS
Diameter
16. (a) The minimum nominal diameter of pipe shall be 12 in.
(b) The minimum inside diameter of any pipe shall be not less than the
nominal diameter by more than % in.
Table I. — Dimensions and Weights of Smooth Cast Iron Culvert Pipe
Standard Pipe
(2000D)
Heavy Pipe
(3000D)
Extra-Heavy Pipe
(4000D)
Nominal
Diameter, in.
Nominal
Thickness,
in.
Nominal
Weight per
Foot of
Barrel, Ib.^
Nominal
Thickness,
in.
Nominal
Weight per
Foot of
Barrel, Ib.^
Nominal
Thickness,
in.
Nominal
Weight per
Foot of
Barrel, Ib^
12
0.37
0.37
0.40
0.42
0.47
0.56
0.70
0.84
0.98
1,12
45
52
64
76
94
135
211
304
414
540
0.37
0.40
0.46
0.52
0.57
0.69
0.86
1.03
1.20
1.38
45
57
74
95
lis
167
261
374
509
669
0.40
0.46
0.53
0.60
0.66
0.80
1.00
1.20
1.40
1.60
49
14
65
16
86
18
110
20
134
24
195
30
304
36
438
42
597
48
779
• All weight values are per foot of barrel exclusive of hub.
Roadway
171
-K,
/ \
Lower
bearing
^At least G"x6
Fig. 1. — Three-Edge Bearings for Pipe with Bell End.
—^i-i—
'^ ^ ^ >v:
\
At Least G xG'
Fig. 2.— Three-Edge Bearings for Pipe Without Bell End.
172 R o a d w a y
Table II. — Dimensions and Weights of Corrugated Cast Iron Culvert
Pipe and Ribbed Cast Iron Culvert Pipe
Standard Pipe (2000D)
Nominal
Weight per
Nominal Nominal Foot of
Diameter, in. Thickness, in. Barrel, lb.
15 0.2S 45
18 0.25 SO
24 0.31 85
30 0.38 125
36 0.44 165
Length
17. Unless otherwise specified, pipe shall have a minimum laying length of 3 ft.
Dimensions and Weight
18. (a) The shell thickness and the weights per linear foot for pipe of the various
classes shall conform to the requirements given in Tables I and II.
(b) The shell thickness at any point shaU be not more than IS per cent under
the thickness specified in Tables I and II.
(c) The weight of any section of pipe shall be not more than 5 per cent under
the weight specified in Tables I and II.
Waiver of Strength Tests
19. After the strength, shell thickness and weight of pipe of a particular class and
size furnished by the manufacturer has been established by tests, the purchaser may elect
to waive further strength tests and to accept pipe of that particular class, size and manu-
facture on the basis of the shell thickness and weight thus established, subject to the
tolerances specified in Section 18 (b) and (c). Under these conditions the acceptability
of the larger sizes of pipe shall not be based on the results of strength tests on
smaller sizes.
WORKMANSHIP AND FINISH
Character of Castings
20. (a) Pipe shall be practically straight and of true circular cross-section. They
shall be sound, smooth and free from cracks, scales, lumps, blisters, sand holes, "cold
shuts," or other defects which would render them unfit for the use intended.
(b) All pipe shall be carefully examined for defects and sounded with a ham-
mer before shipment. No fillings with metal, cement or other material, or so-called
"burning on" of iron wall be permitted.
WEIGHING AND MARKING
Weighing
21. If required by the purchaser, each pipe shall be weighed and, after coating, the
weight plainly marked thereon with white paint.
Marking
22. The brand of the manufacturer shall be legibly stamped-in or cast or stencilled
on the metal of each pipe.
_^____ Roadway ^^3
INSPECTION AND REJECTION
Inspection
23. (a) The inspector representing the purchaser shall have free entry, at all
times while work on the contract of the purchaser is being performed, to all parts of
the manufacturer's works which concern the manufacture of the pipe ordered. The
manufacturer shall afford the inspector, without charge, all reasonable facilities including
labor to satisfy him that the pipe are being furnished in accordance with these specifica-
tions. All tests and inspections shall, if possible, be made at the place of manufacture
prior to shipment and shall be so conducted as not to interfere unnecessarily with the
operation of the works.
(b) The purchaser reserves the right, if deemed necessary, to inspect and test
the pipe after delivery on the work.
Rejection
24. (a) All pipes which fail to conform to any of the provisions of these
specifications shall be subject to rejection.
(b) Pipes which show injurious defects subsequent to their acceptance at the
manufacturer's works will be rejected, and the manufacturer shall be notified promptly.
Appendix C
(5) ROADWAY DRAINAGE
H. M. Swope, Chairman, Sub-Committee; L. L. Adams, L. J. Drumeller, J. A. Given,
Harold W. Legro, M. C. Patton, W. C. Pruett, J. B. Trenholm.
The section on Roadway Drainage in Chapter 1 of the Manual is the outcome
of an emphatic request from the floor of the convention. It covers a subject most
important to the maintenance man. The Committee, having completed the subject for
the Manual, is now studying the adherence to this recommended practice and progress in
the science and art of roadway drainage. A number of Class I railways have been con-
tacted for such information, with the thought that such contact would accomplish some-
thing towards further "selling" of proper roadway drainage to the railways. The
Committee urges maintenance men on every railway to study these recommended prac-
tices and solicits criticisms and suggestions concerning them and any information as to
new developments in roadway drainage.
Appendix D
(6) ROADWAY PROTECTION, PARTICULARLY CONCRETE
SLAB ROADBED
Geo. S. Fanning, Chairman, Sub-Committee; J. B. Akers, E. J. Beugler, G. H. Burnette,
Paul Chipman, F. W. Hillman, D. A. Hultgren, H. T. Livingston, A. W. White.
History
The use of concrete slabs on the roadbed has been previously considered by com-
mittees of AREA at various times since 1920 as follows:
1920. Committee II— Ballast (Proceedings, Vol. 21, p. 447) described a number of
concrete slab installations on American railroads.
1927. Committee I— Roadway (Proceedings, Vol. 28, p. 8S2) reviewed the existing
published matter on the subject. In particular an abstract of a paper read before the
174 Roadway
American Concrete Institute in 1919 and published by the Portland Cement Association
was reprinted. In this paper are described a number of installations of what were
intended to be more or less "permanent" roadbeds. These installations were followed
up by the Committee and reports obtained from the railroads upon which they were
located as to costs of installation and maintenance, condition, advantages and disad-
vantages, etc.
In succeeding years, the Committee continued to report on these and other installa-
tions which came to its attention, obtaining the data from the interested railroads and
by inspection:
1928, Vol. 29, p. 548;
1929, Vol. 30, p. 216;
1930, Vol. 31, p. 601;
1931, Vol. 32, p. 175;
1932, Vol. 33, p. 310.
The subject was then discontinued for a time pending results from longer service
of the various installations on record.
In the present report the record of these installations will be reviewed and brought
up to date and such conclusions as may be fairly drawn will be stated.
Analysis
The foremost material of construction considered in designs of "permanent" road-
beds has been reinforced concrete. Designs vary with the theories of the desirability
of more or less resiliency to that of absolute rigidity in the track structure.
(A) The type of construction which preserves the resiliency of ordinary track con-
struction while attempting to correct the faults of an unstable roadbed consists of a
concrete slab cast on the roadbed, upon which ordinary ballasted track is constructed.
Reported examples of this type are the following:
1. 1909. New York Central Railroad at Poughkeepsie, N. Y. 15 in. reinforced
concrete slab constructed over soft spots at cost of $6.70 to $9.30 per linear foot of
single track.
2. 1909. New York Central Railroad at Staatsburg, N. t. Timber piles and deck-
ing were constructed to carry two tracks and a 12 in. reinforced concrete slab to carry
two other tracks both over soft spots. Timber construction is reported to have cost
$15.50 per linear foot of single track, the concrete slab $6.70 to $9.30.
No maintenance has been required to date (July 14, 1936) on either of these New
York Central slab installations. They have served their purpose extremely well. (See
Proceedings, Vol. 21, p. 451; Vol. 29, p. 449).
3. New York Connecting Railroad — 6 in. reinforced concrete slab across Juniper
Swamp. Requires less maintenance than adjacent track with no slab, where the main-
tenance is excessive and swamp clay works up through cinder ballast. (Proceedings,
Vol. 21, p. 459).
4. 1912-13. Long Island Railroad at Jamaica, N. Y. under 7300 feet of stone
ballasted track, — crossings, switches and slips, — over which 700 trains operate daily.
8 in. plain concrete slab cast on 21 ft. sandy gravel fill on a layer of loam overlying
sand and gravel. This concrete slab cost $1.00 per linear ft. of single track, — a low cost
because there was cheap excellent gravel at hand. The concrete has in no way cracked
or broken in a sufficient degree to interfere with service. In 1924 there was a cave-in
under one slab, which, however, held ballast and track intact. To 1916 there was prac-
tically no maintenance on these tracks, and very little to 1919 (7 years), no renewal
of frogs and only 2 switch points, no creeping of the locking devices; to 1925 there was
Roadway 175
no maintenance of track other than the renewal of worn out track parts and a small
amount of surfacing; and in 1936 the Chief Engineer Maintenance of Way reports
"There have been no changes in conditions of slabs, roadbed and tracks." (Proceedings,
Vol. 21, p. 448; Vol. 28, p. 863).
5. 1914. Long Island Railroad on the Woodside-Winfield Cut-off under 1500 feet
of stone ballasted track behind bridge abutments over which 450 trains operate daily.
8 in. plain concrete slab cast on 20 ft. sand and gravel fill over 4 or 5 ft. of soft ground.
Situation as to condition and maintenance similar to installation described next above.
(Proceedings, Vol. 21, p. 448; Vol. 28, p. 909).
6. 1916. Long Island Railroad at Bay Ridge under stone ballasted slips and
crossovers at heel of float-bridges just back of river bulkhead. 8 in. plain concrete slab
cast over old crib work and rip-rap and silt fill. Situation as to condition and main-
tenance as above. (Proceedings, Vol. 21, p. 451; Vol, 28, p. 909).
7. 1920. Chicago Union Station — 21 miles of stone ballasted approach tracks.
10 in. reinforced concrete slab cast on saturated blue clay at or below level of Chicago
River. Cost $3.30 to $4.30 per linear foot of single track. To 1923, track maintenance
was remarkably low — only occasional tightening of bolts, no tamping or additional
ballast. Less than one quarter of that for track without slab and with less special
work. (Proceedings, Vol. 25, p. 104).
1936. In locations where, because of the tracks being so close to river level, proper
drainage of the clay sub-soil is impracticable, there is a pumping of liquid clay up
through cracks and expansion joints of the slabs and a resultant settlement of the slab.
But without the slab, more severe pumping would occur over the entire track area,
making it almost impossible to maintain safe track in a slip switch area. Concrete track
slabs are an absolute necessity under such conditions.
(B) A type of construction which preserves some of the resiliency of the track and
at the same time eliminates the expense of ballast renewals and, if successful, the cost
of lining and surfacing track consists of a concrete slab with embedded timber blocks
which carry the rails. Reported examples of this type are the following:
1. 1908-10. Michigan Central Railroad Detroit River Tunnel. 3.2 miles of track.
Yellow pine blocks embedded in concrete. The track design seems suitable and continues
to serve its purpose. The short soft wood ties absorb enough moisture to keep them
tight. To 1919, tie renewals had been only on account of mechanical injury by derail-
ment or because of splitting due to creeping joints.
In 1928, 70 per cent of the original ties were still in place; in 1936 about 55 per
cent. Untreated pine is still used for renewals; the organisms that induce decay do not
seem to exist in the tunnel.
The maintenance cost compares favorably with that of standard ballasted track.
The rail wears somewhat faster, due in part to heavy grade and traffic. The original
100-lb. raQ was replaced by lOS-lb. and later by 127-lb. rail. Rail renewals are required
every 4 or 5 years as compared with 8 or 9 years outside of the tunnel. (Proceedings,
Vol. 21, p. 461; Vol. 29, p. 551; Vol. 30, p. 219).
2. 1909. Delaware, Lackawanna and Western Railroad. Second Bergen Hill Tun-
nel. 4280 feet of reinforced concrete slabs with embedded creosoted wood blocks under
each rail. Cost $6.59 per linear foot of track. To 1916 this construction stood up well;
but in 1925 because of failure of the concrete, probably due to ground water conditions,
was removed and replaced with standard stone-ballasted construction. Up to time of
failure of concrete, maintenance cost on track was low. Rail did not last any longer
than in ballasted track and occasionally developed battered joints. (Proceedings, Vol. 21,
p. 462; Vol. 28, p. 864; Vol. 30, p. 220).
176 Roadway
3. 1909. Pennsylvania Railroad Terminal Station, New York. 15,000 feet of
concrete slab with embedded red oak blocks. (Proceedings, Vol. 21, p. 458; Vol. 28,
p. 864).
4. 1911. Chicago Junction Railway. 654 ft. test section of concrete slab with
embedded tie blocks (Evans patent). To 1919, this installation had not suffered from
heavy traffic, with no maintenance except renewal of few tie blocks. In 1921 it became
necessary to renew tie blocks, a very expensive operation. Subsequent to 1921 it became
difficult to hold track in good surface. In 1928 a portion was removed and replaced
with standard construction, partly because of construction of crossover, but also due
to expense of maintenance. (Proceedings, Vol. 21, p. 462; Vol. 28, p. 866; Vol. 30,
p. 220; Vol. 33, p. 311).
5. 1914. Northern Pacific RaUroad, near Nicqually, 7 miles south of Tacoma.
Experimental installation in well-drained gravel cut. Concrete slabs supported on ballast,
and containing grooves or troughs for reception of stringers or blocks supporting rail.
Type I. 594 feet. Short tie blocks on 2 longitudinal timbers in bottom of trough
in concrete; space between blocks filled with ballast. Cost $8.60 per linear foot of
single track. Line and surface was good for six years; then became rough. In 1924 the
maintenance cost was three times that of adjacent ballasted track. Timber required
renewal. In 1929 required considerable attention, periodic renewal of short ties, shim-
ming for line and surface, drainage.
Type II. 594 feet. Concrete curb outside each rail, tie blocks on sand cushion
(later replaced with asphalt mastic). Cost $10.65 per linear foot of single track. Line
and surface good for 3 years. Then trouble was experienced. In 1919 renewed asphalt
cushion, tie sills and blocks. In a short time asphalt cushion worked up, resulting in
poor line an<l surface. In 1921 the asphalt cushion was removed, depth of tie sills
increased, tie blocks renewed, and tie pockets sealed. In 1924 maintenance was almost
eight times that of adjacent ballasted track. In 1929 maintenance was 3J/2 times that
of Type I.
Type III. 810 feet. Concrete curb inside each rail, drainage to center, rail on
longitudinal timber fastened to anchor blocks in concrete. Cost $7.00 per Unear foot
of single track. Line and surface good for 6 years, then became rough due to creosoted
sills crushing and splitting, augmented by moisture collected in recesses. In 1922 the
siUs were renewed and sealed. In 1924 maintenance was nearly five times that of ad-
jacent ballasted track. In 1929 the maintenance was twice that of Type I.
No information available since 1929.
(Proceedings, Vol. 21, p. 459; Vol. 28, p. 908; Vol. 29, p. 551).
6. 1916. New York Rapid Transit Co. New York Subways. Plain concrete slab
with embedded creosoted blocks. Originally used at stations and in river tunnels, where
it proved so satisfactory that (1929) its use has been greatly extended for new City
Subway System. In 1931, in service about 15 years requiring nothing but raU renewals.
Annual maintenance cost $0.54 per linear foot of track in comparison with $0.83 for
ordinary ballasted type.
(Proceedings, Vol. 31, p. 605; Vol. 33, p. 311).
7. 1920. Chicago Union Station, Station tracks. 10 in. concrete slab carrying
creosoted wood blocks. On saturated blue clay at or below level of Chicago River.
Cost $4.00 to $5.10 per linear foot of single track. In 1927 there was some settlement
of the slabs directly supporting rails, mud being forced up through joints, corrected by
grouting with air pressure.
(Proceedings, Vol. 25, p. 104; Vol. 30, p. 221).
Roadway 177
8. 1928. Lehigh Valley R. R. Musconetcong Mountain Tunnel, New Jersey.
9787 feet. Reinforced concrete slab with embedded creosoted oak blocks. To date
(1936) line, surface and drainage remain satisfactory; the maintenance cost has been
negligible.
(Proceedings, Vol. 33, p. 310).
(C) The ultimate type of concrete slab roadbed is one which eliminates all track
maintenance costs except the renewal of rail due to normal wear. This the Pere Mar-
quette has attempted to get in their experimental installations at Beech, Mich.
1st Installation December 19, 1926. 1326 feet. Structural-steel-reinforced con-
crete slab with rail resting directly on the concrete, except for insulating fibre under
north rail.
1927. No concrete failure. Line is not very good owing to difficulty of aligning
bolt holes for rail clips; requires an adjustable fastening. Surface is fair; part of the
roughness probably due to insulating pads. Insulation under rail crushed and squeezed
out, allowing both rails to bear directly on the concrete, resulting in some signal failures
in wet weather. Expansion was lost at 80 deg. ; a creeping tendency was noted.
1928. There was some vertical movement of non-insulated rail under traffic; a few
clip bolts were broken, but easily replaced; there was some spalling of concrete at joints
due to expansion. (Uniform settlement was previously reported in error; bench mark
had been raised).
1929. Condition was practically same as last year; no unequal settlement; no dis-
integration 01 concrete under rail; rails show no more than normal wear.
1930. No change in condition of roadbed. South rail, which rested directly on
the concrete was changed out July 11, 1930. Track was getting rough from battered
joints near east end. Traffic pushes rail west, opening east end joints. 90-lb. rail new in
1926 was taken out and replaced by selected relayer rail.
1931. Rail batter was more noticeable than on ballasted track. In April, 1931, 40
joints out of total of 68 were built up by oxy-acetylene process.
1932. 273 feet of 90-lb rail replaced.
1933. 78 feet of 90-lb. rail replaced. In September rail joints on west half were
butt welded by oxy-acetylene process.
1934. 312 feet of 90-lb. rail replaced which were not butt welded and battered
ends built up by welding.
1936. No change in condition of roadbed. 1287 feet of 90-lb. rail replaced, being
most of section not butt welded. Excessive batter of rail joints was repaired by butt
welding. No abnormal wear on the butt welded section. Remainder will be butt
welded this fall.
Maintenance cost (exclusive of cost of rail) to July '28, $18.22; Aug. '28 to July
'29, $43.32; Aug. '29 to July '30, $306.08; Aug. '30 to July '31, $112.00; Aug. '31 to
July '32, $80.79; Aug. '32 to July '33, $108.41; Aug. '33 to July '34, $262.79; Aug. '34
to July '35, $196.27; Aug. '35 to July '36, $214.79. Total, 9J^ years $1342.67 plus 3000
feet rail, $900, Grand total $2243, averaging about $940 per mile per year.
2nd Installation, September 1929, 390 feet. 6-in. bar-reinforced concrete plat-
form and concrete girders supporting rails, with a ^-in. board longitudinally under
each rail. Improved adjustable fastenings. Cost per linear foot of single track, $7 to $8
on a production basis.
1930. No change in condition except two joints spalling. New rail seat and fasten-
ings satisfactory. Board under rail showed no indication of wear. No creeping and
very little batter of rail.
178 Roadway
1931. Three joints spalling. No settlement. No abnormal batter. Line and sur-
face unchanged. Track rides very smoothly.
1932. No change in condition of roadbed.
1933. In September rail joints on east half were butt welded by oxy-acetylene
process.
1934. In October about one-half of the pine boards under the rails were replaced
with oak boards.
1936. No change in condition of roadbed.
Maintenance Cost — to July '31, tightening bolts, $6.73; Aug. '31 to July '32, tighten-
ing and oiling bolts, $9.70; Aug. '32 to July '33, tightening bolts, $7.88, lining rail,
$20.26; Aug. '33 to July '34, nil; Aug. '34 to July '35, changing boards, $15.42, tighten-
ing bolts, $6.08, lining rail, $19.85; Aug. '35 to July '36, lining rail, $9.15; grand total
for 6^ years, $95, averaging about $191 per mile per year.
(Proceedings, Vol. 28, p. 873; Vol. 29, p. 551; Vol. 30, p. 216; Vol. 31, p. 601;
Vol. 32, p. 176; Vol. 33, p. 312).
Conclusions
601. Roadbed Protection
The protection of the roadbed from deformation caused by increasing track loads
has been effected by the use of concrete slabs. Designs vary with the theories of the
desirability of more or less resiliency or of absolute rigidity of the track structure.
(A) The type of construction which preserves the resiliency of ordlhary ballasted
track while attempting to correct the faults of an unstable roadbed consists of a con-
crete slab, plain or reinforced as the foundation conditions require, cast directly on the
roadbed upon which ordinary ballasted track is constructed. Such construction greatly
increases the bearing power of natural ground, supplies a continuity of bearing, prevents
settlement back of bridge abutments and at soft spots, eliminates vibration and waving
of track over saturated ground, and reduces the pounding of frogs and crossings. The
use of this construction is recommended for heavy traffic track, particularly at stations,
yards, turnouts and crossings, and at soft spots and elsewhere where maintenance
costs are unusually excessive. Obviously it does not eliminate maintenance costs arising
in connection with the renewal of ties and ballast, nor all costs for lining and surfacing
track.
(B) A type of construction which preserves some of the resiliency of the track and
at the same time eliminates the expense of ballast cleaning and renewals and, if suc-
cessful, the cost of lining and surfacing track consists of a concrete slab with embedded
timber blocks which carry the rails. Any disturbance of the soil under this type of
concrete slab construction, due either to shrinkage of the ground, saturation, or heaving
from frost, is disastrous to line and surface; an absolutely stable foundation seems essen-
tial. Another objection arises from the difficulty of making changes in the track such
as the introduction or removal of turnouts and the impossibihty of changing its line
or grade; permanency of location is a prerequisite of a permanent roadbed. For these
reasons, this type of construction has been successfully used only in great terminal sta-
tions, tunnels, and subways. For such locations it has the following advantages: (1)
more satisfactory drainage, the center drain trough between tie blocks eliminates many
under-drains ; (2) better riding qualities due to permanency of alinement and grade,
with resulting favorable effect on equipment; (3) better maintenance conditions; the
frequency of train movements makes maintenance of ballasted track difficult and very
expensive; (4) better sanitation, easily kept clean; (5) increased safety by reducing to
a minimum number of workmen required to maintain track; (6) economy of main-
I
Roadway 17?
tenance, requiring only the renewal of rail and tie blocks. Consideration must be given,
however, to the possible effect of ground waters on the concrete.
(C) The ultimate type of concrete roadbed is one which eliminates all track main-
tenance costs except the renewal of rail due to normal wear. This would require the
rails to rest directly on the concrete. However, the experimental installations on the
Pere Marquette at Beech, Michigan, indicate that rapid battering of the rail at the joints
will result unless some cushioning material (such as an oak plank) is placed under the
rail, or unless the joints are butt-welded. The cost of construction of this type of road-
bed makes its use prohibitive except at locations where the cost of maintaining ordinary
track is unusually high, such as at great terminals and in tunnels and subways.
In constructing tunnels and subways, the continuous support of the rail on a cush-
ioning plank instead of ballast and ties involves less construction expense, saves head
room and, especially when combined with butt-welding of rail joints, offers the possi-
bility of reducing track maintenance to a minimum.
The conclusions are submitted for publication in the Manual.
Appendix E
(9) SIGNS, PARTICULARLY ROADWAY SIGNS REQUIRED
E. R. Lewis, Chairman, Sub -Committee; F. W. Alexander, H. F. Brown, G. H. Bumette,
L. J. Drumeller, J. A. Noble, P. T. Simons, E. M. Smith.
Definitions
Roadway, Right-of-Way, The permanent way: The land devoted to railway
purposes.
Roadway Sign: Any marker displayed on the right-of-way for the instruction of
employees or for the information of others.
901. Roadway signs required
"Roadway signs required", is interpreted to mean the minimum number and
classes of signs actually necessary for the proper operation of a line of railway. From
this minimum requirement a multiplicity of signs of all manner of purpose and design
has grown up on individual railroads, with little semblance of uniformity of treatment
or economy. Any feasible eliminations would tend toward efficiency and economy.
A. — ^Property
(a) Land monuments. Of the markers required probably none are more neces-
sary, nor more commonly not installed than land monuments.
(b) "No Trespass" signs are warnings employed where trespass is dangerous or
undesirable; they are required by law in some states before prosecution can be had for
trespassing.
B. — Location
(a) Mileage indications afford a ready method of identification and reference to
localities. Posts, signs and stakes preferably are of permanent construction.
(b) Alinement markers similarly define correct positions of tangents, easement
spirals and curves,
(c) Grade markers indicate elevations and super-elevations required.
(d) Political subdivision signs are set at intersections of the railway with state,
county and municipal boundarj' lines.
180 Roadway
C. — Maintenance of Way
(a) Maintenance limits markers define the ends of track maintenance by the rail-
way or industry and interchange tracks.
(b) Section limits. Section foremen's territories are marked usually by posts or
signs bearing the numbers of the sections.
(c) Snow plow markers, including flanger signs, are erected in advance of and to
indicate obstructions to snow equipment. The flanger sign warns the operator to lift
the flangers, while the wing marker indicates that the snow plow wing must be closed
because of close horizontal clearance, such as freight platforms. Both indications, if
required, should preferably appear on one sign.
D . — Transportation
(a) Speed control signs include all reduced speed, slow, and resume speed signs.
(b) Whistle posts commonly are placed in advance of grade crossings, stations,
railroad crossings and in other locations where locomotive whistles are required to be
sounded.
(c) Location markers. Hazards and locations such as railroad crossing, yard limit,
drawbridge, are marked by advance warning signs.
E. — Safety
(a) Clearance markers are employed at points of close clearance of fixed structures,
either narrow or low.
(b) Fire risk signs warn of inflammable material storage, etc.
902. Principles of design and rules for use
A. — Distinguishing shapes of signs make recognition possible from distances too great
to decipher legends on the signs.
B. — Dimensions of signs may be diversified as are shapes, within limits determined
by the legend.
C. — Ground, the body of the sign, is best in sharpest contrast with the lettering.
Black letters on white ground shows best against the greens and browns of foliage and
earth. With a white background, such as snow, the post as well as the sign should be
dark, preferably black, with white or perforated characters.
D. — Legends on signs preferably are short, consisting of characters that are as
large, as plain, and as widely spaced as necessary for legibility at the required distance.
Care should be observed to diversify, as well as to minimize the characters on signs of
similar classes and forms. Dark colors, preferably black, are recommended for the char-
acters of legends. Proper spacing of characters is best determined by field tests. Bold
stroked block letters are preferable.
E. — Placement includes erection in a chosen or prescribed location of the sign, post
and artificial base if any.
Supports for signs commonly are posts tamped solidly in ground, frequently solidified
by means of rammed stones, or set in plain concrete. In soft earth, cleats of wood or
metal projections fastened on the side at or near the butt will tend to prevent vertical
displacement. ■
Backgrounds behind signs merit consideration. Topography may serve to improve
background. Signs are made to be seen and must be prominently displayed to be most
effective.
Roadway 181_
903. Economy of various materials
A.— Wood
(a) Untreated wood has been the common material for roadway signs since the
inception of railroad operation. Comparatively low first cost, ready workability, light
weight and plentiful supply are advantages. Wood is not easily damaged in transporta-
tion, takes paint well and serves the purpose for which many signs are required. On
the other hand, it must be repainted frequently, is subject to decay, especially near the
ground line and offers only medium resistance to wear.
(b) Chemically treated wood is much more lasting at small increase in first cost.
While creosoted wood will not take oil paints well, carbonated zinc chloride treated wood
will take paint and is coming into favor in the building industry.
B. — Metal
(a) Scrap rail is largely used for property posts, sign posts, markers, etc. This
material involves little, if any, out-of-pocket expense to the railroad. It has enough cross-
sectional area to stand solidly in fair ground when well placed in good earth, is stable
in a concrete base and comparatively permanent. Low scrap value offsets the extrava-
gance of weight and section while availability is an added advantage.
(b) Scrap boiler tubes are of doubtful value as posts. The tubular section is
unsuited to the purpose because of tendency to sweat and corrode. Artificial bases
usually are required.
(c) Scrap plate for sign boards is in rather common use. Little out-of-pocket
expense is involved.
(d) Sheet steel signs are frequently specified, usually bought furnished with special
fastenings, sometimes painted or porcelain-enameled ready for placement.
(e) Cast iron signs with raised letters are used on a few railroads. While ap-
proaching permanency, first cost is high and a break usually means replacement.
(f) Aluminum with sarid blast finish is used for flexible setting as on telegraph
poles, to good advantage. They are rust resistant.
C. — Concrete
(a) Plain concrete is the recommended sign post base material.
(b) Reinforced concrete is a modem sign and post material, though it is not al-
together suitable for members of restricted cross-section, because water is likely to
contact reinforcement steel and cause deterioration and ultimate failure. Concrete weighs
three times as much as wood and is more likely to be injured in handling. An advantage
of concrete is the minimum of painting required. Concrete takes the tint of the sand
in the fine aggregate. White sand is preferable for visibility.
D. — Paint
Oil paints are most commonly employed. Enamel lasts longer unless misused when
it cracks or breaks. Raised letters are readily repainted. Spare signs are commonly used
for replacements while the sign removed is repaired and repainted in the shop. Field
repainting in some instances is comparatively expensive. Local conditions will govern.
The Committee submits the above notes on roadway signs required, principles of
design and rules for use, and economy of various materials as information and as a
basis of its further study of the design of signs, with an earnest request for constructive
criticism and suggestions from interested members.
REPORT OF COMMITTEE VII— WOOD BRIDGES
AND TRESTLES
H. AusTiLL, Chairman; C. S. Johnson, F. H. Cramer, Vtce-
H. M. Church, W. D. Keeney, Chairman;
C. E. Close, J. A. Newun, W. R. Roof,
G. M. Cornell, W. H. O'Brien, W. J. Ryan,
G. S. Crites, W. a. Oliver, D. W. Smith,
S. F. Grear, W. L. Peoples, L. W. Smith,
R. P. Hart, G. W. Rear, G. L. Staley,
W. E. Hawley, Arthur Ridgway, A. T. Upson,
C. J. HoGUE, H. T. Rights, W. R. Wilson,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
(1) Revision of Manual. — Progress in study — no report.
(2) Simplification of grading rules and classification of timber for rjiilway uses,
collaborating with other organizations interested. — Progress in study — no report.
(3) Overhead wood or combination wood and metal highway bridges, collaborating
with Committee XV — Iron and Steel Structures. — Progress in study — no report.
(4) Design of wood trestles for heavy loadings (Appendix A). Progress report,
with recommended plans for publication in the Manual.
(5) Bearing power of wood piles, with recommendation as to methods of deter-
mination, collaborating with Committee VIII — Masonry (Appendix B). Progress report.
(6) Recommended relationships between the energy of hammer and the weight or
mass of pile for proper pile driving, to include concrete piles, collaborating with Com-
mittee VIII — Masonry (Appendix C). Progress report.
(7) Improved design of timber structures to give longer hfe with lower cost of
maintenance. — Progress in study — no report.
(8) Review specifications for overhead highway bridges of the Association of
State Highway Officials in so far as they relate to wood construction, conferring with
that association (Appendix D). Progress report.
The Committee on Wood Bridges and Trestles,
H. AusTiLL, Chairman.
Appendix A
(4) DESIGN OF WOOD TRESTLES FOR HEAVY LOADING
H. M. Church, Chairman, Sub-Committee; G. M. Cornell, S. F. Grear, J. A. Newlin,
W. R. Roof, W. J. Ryan, D. W. Smith, L. W. Smith, G. L. Staley, W. R. Wilson.
In last year's report of this Committee there was presented for discussion a proposed
plan for a ballasted deck trestle for E-72 loading.
No adverse criticism of this design has been received and by the action of the Gen-
eral Committee change in details of the plan has been made to provide the same method
of bracing as was included in the plan for open deck trestle for E-72 loading, which
plan was accepted and approved in the March 1936 meeting for inclusion in the Manual.
In the convention of 1935 with the report of this Sub-Committee there was pre-
sented a table showing stresses developed in the limited members of a ballasted deck
structure with various span lengths and various stringer sizes.
Bulletin 390, October, 1936.
183
184 Wood Bridges and Trestles
The table included in that report has received no adverse criticism, and is again
presented with only a few minor corrections.
Conclusion
It is recommended that the design of ballasted deck trestle for E-72 loading sub-
mitted with this report, together with the table of stresses, be adopted for inclu.sion in
the Manual as recommended practice.
Appendix B
(5) BEARING POWER OF WOOD PILES, WITH RECOMMENDA-
TION AS TO METHODS OF DETERMINATION
Wm. A. Oliver, Chairman, Sub-Committee; C. S. Johnson, W. D. Keeney, W. L. Peoples,
G. W. Rear, W. R. Roof, W. J. Ryan.
The Sub-Committee again calls attention to the fact that a bibliography on the
bearing power of piles is in preparation, copies of which interested persons may obtain
in mimeographed form from Secretary Fritch.
This bibliography supplements the material on piles which appeared in the "Bibli-
ography of Physical Properties and Bearing Value of Soils" prepared by Morris Schrero
and published in the Proceedings of the American Society of Civil Engineers for August,
1931.
Appendix C
(6) RECOMMENDED RELATIONSHIPS BETWEEN THE ENERGY
OF HAMMER AND THE WEIGHT OR MASS OF PILE FOR
PROPER DRIVING, TO INCLUDE CONCRETE PILES
W. R. Wilson, Chairman, Sub-Committee; G. S. Crites, R. P. Hart, W. D. Kenney,
W. L. Peoples, H. T. Rights, W. J. Ryan.
The Sub-Committee has continued its studies this year but is not in a position to
render a report at this time.
This Committee was represented at the International Conference on Soil Mechanics
and Foundation Engineering, held June 22-26, 1936, at Harvard University, as the
engineering portion of the Harvard Tercentenary, by the Chairman of this Sub-
Committee, who, together with Mr. H. W. Legro, a member of the Committee on
Roadway, were the delegates of this Association.
Dr. Karl von Terzaghi, Professor, Technische Hochschule, Vienna, Austria, was the
President of the conference. Some fifty delegates from sixteen foreign countries and
about 160 delegates from the United States were in attendance. Previous to the con-
ference, over ISO papers were contributed and printed in two volumes of proceedings.
These papers and the discussions at the conference covered the following subjects:
(A) Reports from Soil Mechanics Laboratories on Testing Apparatus, Technique
of Testing and Investigations in Progress
(B) Exploration of Soil Conditions and Sampling Operations
(C) Regional Soil Studies for Engineering Purposes
(D) Soil Properties
(E) Stress Distribution in Soils
(F) Settlement of Structures
(G) Stability of Earth and Foundation Works and of Natural Slopes
(H) Bearing Capacity of Piles
18S
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CAP DETAIL- BUTT CHORD DESIGN
SECTION FOR SUPER ELEVATED TRACK
FRAMED BENTS ' ^'^ ' PILE BENTS
LONGITUDINAL BRACING DIAGRAM
RECOMMENDED PRACTICE
6 PILE OR 6 POST
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OF UNIT STRESSliS IN PROP05KD TD3EB
1
TRESTLES F
B COOPEB CL SS E-72 LOADIIiC NO ltT>CT
riTJ^isSS^^^P
14-7- X 14-
12-7-'ii°i»-
12'_6'
14-7- I 16-
13 '-d^
13'-0-
13'^-
15'-0-
15.^-
15..0-
15'-0-
string"^
2310
?e80
i;s
'.'«
2310
2060
»7S
''^
^SS
2310
10.10- . 16.
34600
16W}00
M2600
34500
168000
202500
16900
173000
38400
216000
216000
197000
46600
197000
1970CK1
Pllo_
FraDwd
Pile
Framed
6
Frejned
Pll5_
Framed
-£i^
Fr2«ed_
PJi^
Framed
PU^
Framed
Plia,
Framd
Pile
Framed
PU^
rramad
P.l.
;v=r..d
feOSs^-^^^ — ^^ ^
i=si±.
12114
li-i
l;xl4
L4"L
12x14
I4-I
I21I4
14"D
l-xU
li'd
12jl4
14"D
l''xl4
|uagyLgpgg^;v ;„„. .,..^,,.,„.
201
219
201
-^
208
■■214
^
214
"201
214
^^^
J^0§_
Ti5^
"Su"
^ii-
^if-
1077
4ii-J
^„,^ . 3.r.«.«^to^».ps
1170
980
1120
1176
1120
120
^^•' \ ^"-^
1
44
1400
1-
„
1
n^nr'"' "traas - Ibs./sa-ln. l^" cap
173
207
167
183
192
193
214
181
17-1
193
11?
— J^^ Ok iQ. - le" CaD
1120
1280
1E80
. 1260
1152
1536
1600
i^eo
151
lei
164
16u
168
169
If?
158
152
190
"°Si^' iLd ^"nt - ft. Us./ track
^^To
2™oSo
306^0
306000
56600
306000
4I50S
415000
,T^l
41SS
Total " „ - ^
296200
36S200
36^000
3C2600
362700
49:-r>G0
494900
495100
493500
27 W
3410
4100
1310
1220
1£80
iseo
1120
1390
irso
1370
Section ffioadulus - dressed size
2550
3o6D
3£00
3670
3840
4000
4'50D
w-o
R«n,ii^^ fltrfl33 - lbs. /so. In. - dressed size
136C
1190
1540
1490
1:'90
I'tSO
Lor.-Itudlnsl ahssr - Standard formula - First
drlTer et quarter point
D.ad load r a/£
Live lofid
76300
76300
)Zl
JS
^^.
JImo
JeSo
I^mS
866??
?2400
?6m2
lotBl lead
52600
92500
94900
97100
97000
57200
97200
108500
100000
loecoo
10P500
1120
1260
1344
isao
118
111
• 106
114
112
106
102
101
n.
CrosB - Section - sq. In - dressed alze
1134
1065
1240
130_
l.'^40
12.10
1260
i-iee
1550
1575
l.;co
Dnlt atear-lbs./sq. In.^ 3 B
122
126
115
112
117
116
109
105
104
116
L=n,ltudlaBl 3bear based on tests by Forest
iToducts LGboratory. First driver at
3 X ht. of beajn from support.
-,.» ,~« » |L-2bl
12400
135CK,
14300
14400
13900
17900
80400
18200
17700
17 1C0
Total lofld
' 60700
— 73^-Q
82400
82400
82500
762U0
9B300
96600
91100
9110U
1176
1344
1260
1260
1C96
1536
1600
1620
1^.40
Cnlt shear - Ibs./aq.in ,3 fl
103
92
97
.7
B6
96
.3
e5
'■''
i-rosa - Section - so. In. - dressed size
1065
1240
1302
1240
l^^O
1260
1488
1550
1575
l-,oc
Unit sbesr - lba./aq.ln.= 3 R
10-
95
.5
100
91
9.
,6
e.
97
™";'' Ifl'wstory ualng revised abasr
tomla. First driver at 3 x bt. of beejn from
Dead load = ,, (L-ahl
Uv, tod^^lj p ,^.,1 -1 ^j
Zlj'otal load El
13000
12400
13500
14300
64000
14300
14400
79300
13900
17900
77500
70600
17400
70600
88000
. 5£S£J_- «otloo - s,. „ •- nomlMl .l,e
"bit sbe.r . lb../,,.i„. = 3 J
1176
y^9
86
66
93
93
84
,3
1550
82
92
~ "'"""I - "I- lb. - dr....J ,i;e
"bit sbaar . lba./,,.i„. ; 3 „
1134
102
97
91
91
96
96
67
96
84
,4
" • Total Dead L^ad'»";'iJ^'J?^ JJ'trl
8«il and fastenlnes = 200 ///11a
1 Sf }•«.= '20 "/"-.ft.
for stringer
h = Ha Igbt
In csloulflt
Strlnga
of Stringer In feet
ODB driving axle • 72000
s of load from support in
Ing baarlng, bending, and
rs are considered ae cerr
feet
Id depth.
Ing no load.
■iaii
185
/inings,
g Pur-
jacting
ounda-
, Con-
as the
move-
le was
action
future
without
1. The
;le pile
le con-
m was
ine the
neering
blished
rd and
lecord,
ictions,
VE
Grear,
Upson.
ype of
These
d with
ers are
tor the
le field
SIDE Vl£k
li\ 14: la'-O' C/9P - CI
14
o'
rt
f:>t
f
ii
i'-3 /y . e'-3i'
^•'3^-
'•■2"',
,^[i L i 1
„
i5>*/„
•'-y
TOP
VIEW
^.
JVf
W \ \ \ \ M
S \
: !! il il il 1!
/4'« i4\/4'-o' C/9P - ce
SIDE VIEW
5^.6\ia'-o' rEnDER -fj
a\3\l4'-0' TENDER -n
n ^iternnf
B stxictto m re'
le'/o'
TOP VIEW
\ •■ \ \ \ \ f -• — ' — ' — ' — ■■ — H
>4'-0'
1
, . SIDE VI EV
S.&y^ia-O' TENDER -FZ
4:3'.l4'-0' FENDER - Fe
, , SjOE VIEW
S.&.l&'-O' FENDER -F3
4. a\lia'-d FENDER - F3
7i' ,hH
id^?sii:_^&!isSis»' III
K'fi^
W^
TOP VIEW
^^
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ftfJU
i; :; : ! i! ii ii 'i il !!
"t^is*!^
TIE3 rOR 90"" R/^IL - M/9RK Tl-Tf a. T3
rr I--.4
■ f^^^i'i}( ^-ss: ^sii
ff
1-3%' lli'
. S'l^i,', r*
af'T^e ri''4>'J»
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side: v/rw
TIE3 rOR lOO^'e^m* R/9IL -M/=iRK T4-rS&T<B>
,i-w
7i\ /W^'
iiM 3'ji' ■sinms^i'-oS i,r
-\\ '■«<■
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ifk*.
a'-i^'io'-o '
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1—
^1
I--I4
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TOP VIEW
tlslR
I ii
ii ii i iil! iiii \
113,
3/D£- V!E: W
TJE3 FOR i3l*R/9JL -M/^RK T7'T&atT9
r 7r«sf/es and f/>ose </*«■</
C/o»a /t'ot '«"
C/VO P/f/VC'L
METHOD orPLi^C/N<3 r^NOER.
0oin a// Ties so ftiey »v/// /oy «^//* A
Pitjg Qi/ard Rai/ S/sUte ho/e» ivhere naf uaedt
£>rt3ncfeid erne cnc^ fh(ja iltg T I
/^// 77<r» for- 30 ' f?a,/ or /ao» /a £>ar Si/vnt^^
h idcnfif/ca.
&rane/ ofher tnci to ^o^y c/aao o/ ^r^a^ '
f^nc/er» /rtark^c/ F/ arv for /2'7i: -^X3<r/ng
^/l a'dz^g. bormg t3/7d b^an^/ng foi^donc
before fr^afmcnf.
Do nof use bod/y c^ccA e<d 7i>7}£>e/'
be piaced in a /tor/zor.
^/ 3x13'' O' EEND €R - Ed
4 . &\f3-0 FENDER ~ F^
PROPOSED
RECOMMENDED PRACTICE
PREBORIN6 BRIDGE TIMBERS
5 & 6 PILE OPEN DECK TRE5TLE5
AREA
COlfPAJUSOH 0? tmiT 3TRE33S3 IN lUPROTBD DESIGR 0? E
COQPEB'3 (?JL33 £-52 UiPplO - BO DfPACT - - OP^ DECK THB3TL L^
13660_
U5512
:jaalAfea iq-ln. li' Clil
tf»«la.:tl la' Co
_ f-rlff ^^'^'" - ^^'- '^^ "■^' ^S' ^
Pfl^ Lffid M-«fl' - "• l^"- °^^ ''♦^
BepdliK St^Mg - It^a. per i
3bi1:ic 3:rM» - lbs, i
litBdard ?o ROLLS
IfflSladlaal at^j. _ bM«d on utti by
a«u forna*. Flnt driver ^rs i height
9f S«u frco Sttpport ^ .■ , - ? « ;
- tPtftl l-B'fl
1.U1. i«Mn^-| „^„
^6852
50962
6fl
64
1400 IbB. per
total dead load per III
Hall 130# par yard
raataQlnga & Tie Platei
Ouard Timber 5"x 8"
Ties 8"r6-xl0'0" 53.3 J
Tr^-l^B ".r.—^ Rail 90 :
TaaMnlsgB
Per lln.ft.
Ill timber ? 5# per F.B.il.
H ■ flel«bt Stringer in Feot
p ■ It* on ana drWliig axle
X = DiBtoioe of lo4d fron Bapporl
Dressed slie ■ nominal slse 1
In depth only (atrlnger*)
18S
minings,
g Pur-
jacting
ounda-
, Con-
as the
move-
le was
action
future
vithout
I. The
;le pile
16 con-
m was
ine the
neering
blished
rd and
?.ecord,
ictions,
VE
Grear,
Upson.
ype of
These
d with
ers are
for the
1
le field
ooKPiiiaai or
OOOPEB
mil 3
s ai3
I-RSSSBS m D
3 E-86 LOADIl
ffUDVTO DESIflH OP STiHDAJ
0 - 10 nipioT - - opm
JD TDIBm TRB3TLB
1!'
w
12-
. w
13 •
_-ii: — 1
14'
14-
14-
14'
14'
16-
15'
16'
6- rut-
8- rjif
6- 8-I16"
i- ?'llt'
Jr.lS-jlt
e- 8-,;6-
6- 8-X16"
?.- ?■*■
8- 10"xl6"
6- 9-rt8-
6- 10-X18-
w
«»
49(|
490
490
490
410
490
49?
490
490
Mt
?7?
sa 1
s«)
*ao-j
430
430
_ 460
636
405
460
636
-^'^*^^_ ,
m
«H
m
860
8M
980
929
970
1023
896
940
970
1026
"^ZZ^^l—
mo
103»
}71?
IKBO
llflTD
11960
I2e8«
13680
14360
12640
13160
14S60
_JS^»
130646
130648
;°";' .
13TB16
137816
146936
146936
lVi?36
146936
. 145936
16n92
162992
162992
_jiai.J
18
.«es_j
141026 i
140368
148666
149366
149776
166616
169516
160286
168476
9096
167642
168367
167092
BUM 1
ltal4
141)
-5 1
12il4
14«D
trm,
6
12x14
mi
14:;£
teas.
12x14
£il£
14=5
6
12x14
jas
12x}4
mi
6
PUS
6
12x14
12x14
m.
1^4
Ptll
14=0
6
12x14
pua
12.14
PU.
U=3
Proa
5
12x14
ms
12x14
PU.
14^
?r-i
fl«-
Piai.
. ■ 1
n.o
JS7
14.0
OSS
166
14,;
_1S2
167
1^.0
.153
li.2
(77
U.S.
^94
li.2
640
178
14.?
16,2
15.0_
15.9
1,8?
15,9
_ilJ.
_207
16.0
640
190
16.0
206
840
. J91
16.0
15,6
840
189
_27
15,9
B40
les
16.9
_2ia
16,6
200
16.8
_212
840
400
16,8
_770
16.7
199
16.7
^SIS
200
_226
17.6
— e40_
339
17j6
17,6
840
209
-J — L_L_;
ml K-'.- "■ *
M8
764
672
756
?«
896
8J1_
10??
1190
766
640
1006
"SO
840
1008
1120
1006
f^,.» sir... - im. Mr u.tl. H- 1^
2M
160
SOS
197
176
. 1«7
177
>56
143
210
190
166
190
199
174
l-n "•"'■ "■ "^
SJ?
SSS
7«6
8«4
960
1024
1024
1162
J?eo
664
960
1162
1260
960
1162
1280
206
157
16*
172
>6f
146
166
138
128
184
166
146
131
174
l*iilv tn 3trlD«.r.
i?W
IWW
U>»
169*3
17493
W410
21650
2276?
19660
20900
24910
26323
196000
196000
196000
236000
236000
236000
280000
280000
280000
280000
280000
322000
322000
322000
f.nl
206360
SOJW
?o?90O
264160
264923
266493
301660
302780
299680
300900
546910
346323
346140
348460
394270
1792
2369
»46
230^
26C0
2730
2730
S072
Mia
2916
MM
1896
1065
1226
1327
1196
U23
1320
1178
1064
1236
1114
1366
1282
1076
1217
1682
1922
2162
2402
2663
2663
3203
2756
3063
2663
3203
3062
3676
3203
3676
1466
1123
1306
1410
1273
1196
1407
1256
1134
1309
1444
1305
1366
1138
1473
1287
flnt BrlTtr 4t Snartor ?olat ^v/
1.M lot : -i!^
*3TO
4900
4690
6240
6460
6670
6140
6470
6840
697)
6270
6960
7340
67368
71232
71232
ln.i
1296
87
1260
1240
_»;taii«,. Ik,.™, ,„,;,_= i ff
B9
96
94
-osltBiliil smu - lu«S oa Utu It
'mil ?rmu!U Ubontor o«li« rwlMi
aeir hmaft. flnt drlTtr •t 5 x helxbt of
6469
4630
6660
6961
5326
6836
6493
6360
46060
60466
60466
50466
54880
64880
64880
60624
60624
64766
54766
67312
61712
-JlMI.id
66126
60093
60603
73605
68062
-Eaujjaim - ...In. .»„„, „„
972
1162
1080
1296
1280
1296
-teajl.« - i*.. „r „ |j=J f
70
86
79
946
1116
1340
1050
1260
12«
1260
111
64
98
98
86
83
91
?1
73
62
80
69
fO
66
72
89
61
CLOag GRAIEEI) gg
1400 IbB. per Bq.li
Aa3D¥PTI0H3i
I
■ Dlatanos C to C of Benta for beftrlng on Caps
! " f&ca to face of Caps ploa 6" for Stringer - bsadlng A ahe*r
' Total dead load per lln.ft. of tmok aaame U" Cap
Hall 130# per jwd e7#
raatenlngs & Tie Flatea SI
Guard Tlaber 5»r a- S9
Ties e'xe-zlO'O" 63^ BU 9 6# 267
Inside Goard Hall 90 lbs. 60
/aatenlnea 12
Per liB.ft. 490#
1 limber ^ 5# per P.B.U.
E Height Strtiiger in ?eet
■ Vt< <ni one drlTlag axle
■ Diatanee of load frm aoppoRt In ft.
Dreaaed alae > Bomlnal alte leaa l/2"
Is depth onl; (Stringer*)
185
minings,
g Pur-
jacting
ounda-
, Con-
as the
move-
le was
action
future
vithout
1. The
;le pile
le con-
m was
ine the
neering
blished
rd and
Record,
ictions,
:vE
Grear,
Upson.
ype of
These
d with
ers are
for the
le field
,..,^^^^- "'''"'
COHPIBISOB OP treiT STUB
COOPEBM CL13S B-
3B3 m lUPWJlTED DESICr OF STAIDARO TDIBBB TRESTLE
60 LOADUro - 10 niPlCT - - OPm DSCI TBIHm.l!
12'
«•
13'
!?•
13-
14-
14'
14*
14'
15'
9- 7-iaf
6- e-rtf"
«- e-tf«-
6- 9-I16-
6- 10"ll6-
n- >-il6"
e- 9-X16"
8- 10-X16-
6- 9-118-
*" rr" ?t'«!jliS^Sii—
490
W
W
490
490
490
490
490
490
490
375
?W
432
460
400
430
480
WP
405
W
eio
SW
970
W
970
1025
896
,„u«^B-______ 1
10?S5
9789
119M
12610
.UP75 .
12660
J3W
143S0
1*540
„i^l
i;?985
139980
H74S0
147660
166360
166360
166360
166360
_^-UU
_ia
«<)
149700
16 620
160270
lE92a
169240
1699«
170710
168900
169520
18eo»
Pile
T"9
5
£ll£
141
s
12x14
PllS
14-II
6
Ull4
tiii
12114
Pll«
14"0
12x14
nil
141
?rane
6
l«tl4
PUS
Trv
frame
12il4
me
14-p
12x14
PUfi
14=p
5
pia
5
¥r«p9
til&
nia.
trmt
6
PU.
6
PSls
6
ilfi.O
1 »w 1
179
15,P
-121
l&.O
t7°
16.0
6«
^6.0
640
191
16.0
16.9
190
1^.9
una
Las
16.9
UIO
m
16.9
17.0
17.0
_772
ZZZ
17.1
840
203
17.1
.772
640
^91 1
_72fl
849
_2P2
_233
840
a4 .
1QQ8
18.^
:»«
1008
187
1006
166
1«* M.UU 14'_CS
7M
if
996
W06
6«
696
W9B
UW
7P»
B40
1120
p^rlt* Str«» - lb», par HliU>, IV C«P
192
223
176
1E9
190
169
i«
m
8*4
202
176
ia>
186
m
7M
1024
115?
960
1024
lUarln. St«..l - lb*. DBT M.lS. 16» CttD
IW
196
IM
IM
166
166
1«
138
1644.1
210000
266000
266000
266000
300000
300000
300000
3D 0000
2«ee8
21300S
272493
273443
271917
320440
321655
319870
2369
2046
2730
X72
2660
2730
30 72
5413
2916
IIM
1306
1196
1068
1276
1409
1256
1136
1317
1922
2402
2663
2883
3203
2756
3062
3203
3676
367S
3602
1392
:aigltiiuii&l sha&r - SumUrt Poimla
tlitt DrlTer *t ftnarWr Point ^^^
LlTil^d
76320
76320
hU2
UW
_Ml3i«r - lb.. D«r ^.tT,.^ ? f
106
1170
-JalS_aMr-lb.. C«r.n....-^ f
100
91
106
Imrltadlul Slmt - bw«l m >•(• 1>7 fomt
Protactt Ub«ntoi7 Ming mlMd Amt
69U
^11^= ^"f^>^^,
66120
SOOOO
ntu u^
T24TO
78640
1440
-BUUt«,- lb.. „,.,.,,,= ;?«
"
iai4_
U
76
62
-SlaiJS£llK - .o.ln. Br,„rt .,„
1260
1400
HID _
-*"-»«-^llI._KI_«.l..= ^ f
»
103
69 1
60
94
96
86
76
85
86
77
76 .
86
•"'— • Hl»r !
'^r«Biim kcrni i
Mogltadio*! Shear
■o Intact addAd to :
'• Dlitanee c to C of Bent* )
> " Ac« to fae« of I
> Total dead load per lln.fl
Ball 1301 per yard
raatanlngs & Tie Plates
Guard Timber 5" x 8-
Tlaa 8"xfi"xl0'0" 53.3 BM <
tnald* gWd raU 90 lb*.
Paatasla^
rln^r - bending t abear
111 tlmbar 9 6# per F.B.H.
0= Het«bt Stringer In Peat
pr ft. on one drlTlng axla
X= Dlataaoe of l«d f>"" ■npport In ft
DreBied Bite* B(»lnal alie leee 4"
m depth only (Strlngera)
All loads In lb*' V^ track
All UonentB In Inoh lbs. per track
185
,inmgs,
g Pur-
jacting
ounda-
, Con-
as the
move-
le was
action
future
vithout
1. The
,4e pile
le con-
m was
ine the
neering
blished
rd and
lecord,
ictions,
VE
Grear,
Upson.
ype of
These
d with
ers are
for the
le field
-GH OP STAKDARD TIMBER TFtESTLE.
GbnPEB*3 GLAp ^-M l.OADTSa - MO PfPAt?? - - OP m DECT TRB3TL !
-J
rtwj f f ant
ijjftLins —
}^ la fom ^ ■
■Uf Stringers cm C^i
<ltr»»» - Ibl.
Vflae 3trf - Iba. pbt ao.in. W Cm
Malli« In Strlngsra
t JfTfJ tarnt - ^- i^'- """ ^'"^"'^
Stetlm titxtnlaa - Sanlaal ali^
'V"^'°g 9tr*«m - lh«.
hadlJK 3tr«H - Iba. par ao.ln.
6260
72192
Ml3«Ctl(m - .g.lr. Sqri^T].!
■ teUShWr- Ibl. r^r .^,1.,
I 5# I
'■ Distance C to C of Benta for bearing (
" face to face of C^a plna 6"
= Total dead load per lln.ft. of traclc
Rail 13D# per yard 87^
Tastenlngs & Tie Platea 31
[ = Height Stringer in ?eet
I s Wt. on one driving aile
; = Dlstoioe of load fran airport In ft.
Dreased alse ' nominal alse lea» 1/2"
In depth only (Stringers)
' 53.3
I Iba.
1 S# 267
60
185
,inings,
g Pur-
)acting
ounda-
, Con-
as the
move-
le was
action
future
vithout
1. The
;le pile
le con-
m was
ine the
aeering
blished
rd and
lecord,
ictions,
VE
Grear,
Upson.
ype of
These
d with
ers are
tor the
le field
^j^^^,u,_Bjt£S=u«.-»t-ttSia_
(WPARiaOH op tnilT 3TRS3B3 IB DIPBOTBD DESIGH OF 3I1I71URD TIMBER TRESTLES.
COQPR^*a r-i.i?3 K-fie LOADIHO - BO DgACT -
in* *i-^b' '** '^^
hif'^ »inii - ^^- ^'"' *°-'^- ^*' '^p
r atrt" - ^^- f" *o-^' 16' Cte
LIT! L«M "ttni - fii l""! r*' ^"^
auiniMttl'B - nwi I'H
hMlK llnii - in.
liM - triim lUt
'"in'f ■tmi - lHi
IlIM hmlm - ■..In. f—-.. ,|„
■ ttm iiHia - M.iii. iir«iiM .!..
"■'iri^ in,
J±
l«rlta*laU Sli«»r - bu*d m t««ti by
CLOSE GHi.IHm gIB
1400 lbs. per iq.lj
240 . ■> • •
240 • - - .
■ DlatSBOa C to C of Banta for be&rlne cm C«pa
' ■ t*C9 to f«o« of C^a ploa 6* for Atrlai
> Tot«l da»d load per lis. ft. of trftok
Ball 130# p«r jd. S7t
rutsnli^s i Tl« Platfli 81
Ourd Timber 6"i fl" M
TlM e-ifl"il0'0" 63,8 BH
• b«Bdlie A ohe&r
: Hel^t atrlngar tn Peot
E ft. on oiQ drlvii% *xl«
• Distance of load from aiqiport la f«
Dreaaed else = Bcolnal alsa Isaa 1/;
All loada In 1>>» P®' tracl
All H^enta In Isch Itaa. p«r ti«ek
1 d^th only (StrlBsera}
Insld.
nard 1
185
,inmgs,
g Pur-
Dacting
ounda-
, Con-
as the
move-
le was
action
future
vithout
1. The
;le pile
le con-
m was
ine the
neering
blished
rd and
Record,
ictions,
VE
Grear,
Upson.
ype of
These
d with
ers are
for the
le field
COMPAfllSOl 0? UIIIT 3TRE33E3 IF lUPROVED DJ3IGE 0? ST.UnURD TUBER TRESTLE
Aff laf*^- ^*'
f..|.i» 3ir.i| - 1I-- "T ■o-lJ- M" C«>
■ u- Cap
v..i-!T» 3;r«ii - '»■■ ^«r .a .In. If Ca
r..d LmJ JMJl - ft. 1
Beodlae Straat - Ibi.
n Moteloi - DreaiBd sUe
aeMlag 3tr«i - Iba. i
ami ,T.Wr - lb.. ~, ,1 l„.= f ^
IBSnUPTICOS:
■ Dlstanoe C to 0 of Bants for Besring (
" f»oa to face of Capa plno 6*
» Total d®a4 load per lln.ft, of track
Ball 130# par yard C
raatsniiiea & Tie Plates <
Guard Timber 5"i 9" ;
Tlea fi"zB"zl0'0'' 53.3 Bll a 5f 2f
IiiBld* guard i«U 90 Iba. (
Wood Bridges and Trestles 185
(I) Pile Loading Tests
(J) Earth Pressures Against Retaining Walls, Excavation Sheeting, Tunnel Linings,
etc.
(K) Ground Water Movement and Seepage
(L) Soil Problems in Highway Engineering Including Frost Action in Soils
(M) Methods for Improving the Physical Properties of Soils for Engineering Pur-
poses, Including Recent Developments in Constructing and Compacting
Earth Fills
(N) Modem Methods of Design and Construction of Foundations
In addition to the discussions were lectures on Bridge Foundations, Building Founda-
tions, Settlements of Buildings, Earth Fill Dams, Methods of Compacting Soils, Con-
struction of Harbor Works, and Frost Action in Soils.
The need of observations on the behavior of full-sized structures, such as the
settlement of buildings, embankments and bridge piers, also the pressures and move-
ments on retaining walls and sheeted cuts extending over long periods of time was
stressed. These observations are desired so that the theoretical analysis of the action
of structures might be modified and fitted to practical use in the design of future
structures.
The dangers of the use of empirical formulae for the bearing value of piles without
a study being made of the soil underlying the bottoms of the piles was stressed. The
need of considering the relationship between the results of a load test on a single pile
and the bearing capacity of a group of piles was also mentioned.
A case was cited of the continued settlement of a structure on piles due to the con-
solidation of a stratum of clay well below the bottoms of the piles. This stratum was
not discovered until deep borings were made during the investigation to determine the
cause of the settlement.
A resume of the discussions during the conference is to be found in the Engineering
News-Record of July 2, and July 9, 1936. Abstracts of some of the papers published
in the proceedings are to be found in the Engineering News-Record of July 23rd and
August 20th, 1936.
In the following references, the basic work on soil mechanics will be found:
"Principles of Soil Mechanics," by Charles Terzaghi, Engineering News-Record,
Vol. 95, 1925, pp. 742, 796, 832, 874, 912, 987, 1064, and 1086.
"The Science of Foundations" by Charles Terzaghi, with discussions, Transactions,
American Society of Civil Engineers, Vol. 93, 1928.
Appendix D
(7) IMPROVED DESIGN OF TIMBER STRUCTURES TO GIVE
- LONGER LIFE WITH LOWER COST OF MAINTENANCE
F. H. Cramer, Chairman, Sub-Committee; H. M. Church, G. M. Cornell, S. F. Grear,
J. A. Newlin, W. A. OUver, W. L. Peoples, G. W. Rear, L. W. Smith, A. T. Upson.
The plans and loadings as provided in the Manual recommend a standard type of
timber pile and frame trestle designed for a live load of Cooper's E^O and E-60. These
plans show a 5 or 6 pile bent and 4 or 5 post frame bents properly sway braced with
iron fastenings upon which the deck, consisting of timber stringers, ties and fenders are
supported, which has been a standard for a long time.
The present Design for Open Deck shows continuous type of deck, except for the
ballasted deck. For this type it is necessary to cut and butt end the stringers in the field
186 Wood Bridges and Trest les
to fit the various panel lengths. These designs were made with the view in mind ot
using untreated material.
When considering treated material the design should meet the requirements for the
purpose of treatment as it is imperative that the cutting and boring of the timbers in
the field should be practically eliminated or held to the very minimum.
The Committee has given this subject considerable study and has worked out a
tentative improved design with a lower cost of maintenance. Table 1 shows a compar-
ison of unit stresses for a selected number and size of stringers for open deck. This table
also gives the two methods of computing horizontal shear in the stringers. With these
stresses and span lengths the most desirable and economical stringers and bents can be
worked out or determined from these tables. In determining the effective span lengths
the usual center to center of bents is used for bent and stringer bearing loads, however,
for figuring of stringer bending and shear the effective span length is taken as face to
face of caps plus 6 in. This in line with present practice.
The selections of Cooi>er's E-52 to E-72 loadings for figuring the bending moments
and shears was adapted for the reason that it is easier to calculate account of its being
divisible by 4.
Plan 1 shows the spacing of fenders and ties the same as shown in the Manual, but
the stringers are skewed slightly with the center of track or as termed lap chord. Atten-
tion is called to the lapping of some of the stringers while others are butt end over the
caps.
With this design in no case is it necessary to cut a stringer at the ends and in addi-
tion a larger bearing area is obtainable on the caps. Using the single span stringer is
more economical in handling and in erection. Also attention is called to the design of
stringer fastenings over caps that may be used to avoid the use of drift bolts in stringers.
The stay rods have proven very satisfactory with this design of deck, in fact they appear
to hold the stringer more firmly than drift bolts resulting in less maintenance of holding
deck in proper alignment.
These plans also show a concrete buUdiead, which is an improvement over the
present wooden bulkhead and fireproof and requires practically no maintenance after
once placed.
Plan 2 shows an improvement in preparing and boring holes in caps, fenders and
ties for open deck bridges. All timbers are covered by a marking diagram and general
notes.
It is recommended that this report be received as information and the subject be
given further study.
Appendix E
(8) REVIEW SPECIFICATIONS FOR OVERHEAD HIGHWAY
BRIDGES OF THE ASSOCIATION OF STATE HIGHWAY
OFFICIALS IN SO FAR AS THEY RELATE TO WOOD
CONSTRUCTION
S. F. Grear, Chairman, Sub-Committee; C. E. Close, G. S. Crites, W. E. Hawley, C. J.
Hogue, W. H. O'Brien.
The Committee has reviewed these specifications and finds some features which are
not approved, and not entirely in line with the specifications of the American Railway
Engineering Association. The Committee is only able to report progress.
COMMITTEE XX— UNIFORM GENERAL
CONTRACT FORMS
F. L. Nicholson, Chairman; S. L. Mapes,
E. H. Barnhart,
W. D. Faucette,
J. P. Hanley,
B. Herman,
J. C. Irwin,
J. S. LiLLIE,
A. A. Miller,
O. K. Morgan,
E. W. Metcalf,
C. B. Niehaus,
R. Owen,
H. A. Palmer,
* Died, May 6, 1936.
W. G. Nusz, V ice-Chairman;
W. M. Post,
Chas. Silliman,
*S. S. Roberts,
Huntington Smith,
w. r. swatosh,
J. S. Thorp,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
(1) Revision of Manual. — Nothing to report — A complete revision was reported
at last convention.
(2) Form of Agreement with Public Authorities for Highway Grade Crossing
Elimination or Separation. — The Committee reports progress on this subject.
(3) Form of Agreement for Cab Stand and Baggage Transfer Privileges. — Sub-
mitted for approval of the Association and for inclusion in the Manual (Appendix A) .
(4) Form of Agreement for Pick-Up and Store-Door Delivery. — The tentative form
of agreement presented to the Association at the 1936 Convention, contained the essen-
tial terms for such an agreement, was published in the Proceedings 1936 — Vol. 37 —
pages 85-91, and is available to anyone interested. The form is continued as written
and as information only.
(5) Outline of complete field of work of the Committee. — The Committee finds it
would be very difficult to set up any program, fixing subjects that have been covered
by contract and those that have not yet been developed, but for which contracts are
required. The Committee has, during the past years, drafted and presented to the
Association for action, forms of agreement for nearly all of the subjects with which the
Engineering Department of a railroad must deal.
The future work of the Committee appears to consist of:
To encourage the adoption by the railways of uniform forms of standard docu-
ments, so far as consistent with the various state and national laws;
To continue the study of agreements in the Manual, suggesting changes or revisions
in the forms adopted, editing them that they may be uniform in form with other
Manual material and including all important elements so the users of the agreements
can readily adjust them to suit their particular situation;
Conferring, collaborating and working with other AREA Committees and committees
of other national organizations, to the end that there will be no overlapping of effort;
To be on the alert at all times to discover and formulate new and additional forms
required by changing conditions in the operation and maintenance of railroads.
The Committee on Uniform General Contract Forms,
F. L. Nicholson, Chairman.
^fjclfap ^aufiep iXobertg
With sorrow and a sense of loss, this Committee records the death of our esteemed
member and co-worker, Shelby S. Roberts, on May 6th, 1936.
Mr. Roberts became a member of Committee on Uniform General Contract Forms
in 1935, and faithfully performed all service required during his membership — his
wealth of experience and good judgment were valuable in the work of the Committee.
Bulletin 390, October, 1936.
187
18S Uniform General Contract Forms
Appendix A
(3) FORM OF AGREEMENT FOR CAB STAND AND BAGGAGE
TRANSFER PRIVILEGES
E. H. Barnhart, Chairman, Sub-Committee; J. C. Irwin, S. L. Mapes, H. A. Palmer,
J. S. Thorp.
THIS AGREEMENT, made this day of ,
19. ... , by and between , a corporation organized and
existing under the laws of the State of , hereinafter called the
Railway Company, and * , hereinafter called
the Cab Company.
WITNESSETH:
That in consideration of the covenants and agreements herein contained, it is mutually
agreed as follows:
1. Grant
The Railway Company grants to the Cab Company, so far as it lawfully may, the
sole and exclusive privilege of maintaining a public cab stand and baggage transfer on
its premises at , and of soliciting passengers and baggage on
the grounds and platforms at said location, including the right to check baggage through
from residences and hotels to destination, subject to the rules and regulations of the
Railway Company.
2. Parking Space
The Railway Company agrees to permit the Cab Company to park upon its prop-
erty a sufficient number of cabs for transportation of passengers and others at a point,
or points, to be designated from time to time by the Railway Company, but nothing
herein contained shall make it obligatory upon the Railway Company to furnish such
parking space.
3. Transfer Cabs
The Cab Company agrees to provide for regular service at said location suitable
cabs and conveyances for passengers and baggage to fully accommodate all reasonable
demands of patrons of the Railway Company, and that it wUl, at all times, keep them
in proper repair.
4. Transfer — Station to Station
The Cab Company agrees to provide suitable cabs and conveyances for baggage for
transferring through passengers and for baggage from said location to other stations,
for account of the Railway Company, at stipulated rates to be submitted by the Cab
Company to the Railway Company and approved by it as provided for in paragraph 6,
prior to the effective date of this agreement.
5. Agents and Employees
The Cab Company agrees that its agents and employees shall not be considered
agents or employees of the Railway Company; that at all times, its agents and employees
will conduct themselves in an orderly and respectful manner when soliciting business
from patrons or passengers of the Railway Company, and when on Railway property will
be subject to such rules and regulations as the Railway Company may, from time to
time, prescribe.
6. Treinsfer Rates
The Cab Company agrees that, from time to time, or when requested by the Rail-
way Company, it will submit to the Railway Company a schedule of its rates for trans-
fer of passengers and for baggage and that it, its agents or employees, will not collect
or charge patrons or passengers of the Railway Company rates in excess of the schedule
approved by the Railway Company, regular rates of recognized cab companies in the
same zone or fares prescribed by law.
• Insert name of company, followed by "a coiporation organized and existing under the laws of the
State of ," or "a partnership", or "an individual," etc.
Uniform General Contract Forms 189
7. Hotel Solicitation
The Cab Company agrees that neither it, its agents or employees will act as solicitors
for any hotel, restaurant, lodging house or any business, or in any way endeavor to
prejudice any patron or passenger of the Railway Company for or against any hotel,
restaurant, lodging house or business, nor will they or any of them distribute or circulate
any form of advertising whatsoever in behalf of any hotel, restaurant, lodging house or
business.
8. Baggage Records
The Cab Company agrees that it will keep a record of the disposition of all baggage
received from the Railway Company for delivery and agrees that all such baggage shall
be considered in good condition unless a "bad order" receipt is accepted by the Railway
Company.
9. Claims
The Cab Company will handle all claims for loss or damage, other than heretofore
specified, direct with the claimants and they will assume all costs thereof.
10. Waybills
The Cab Company agrees to waybill all baggage collected by it for delivery to the
Railway Company and will obtain from the Railway Company a receipt for all such
baggage delivered to it.
11. Loss and Damage
The Cab Company will be responsible for all loss and damage to baggage collected
by it which has not been receipted for by the Railway Company. On baggage billed
through from residence, or hotel, to destination, in the event of loss or damage, when the
responsibility for such loss or damage cannot be ascertained, and is not already herein-
before provided for, the Cab Company shall contribute to any payment made, cost,
expense or injury suffered by the Railway Company or any other carrier, on account
of such loss or damage, in the proportion that the charge of the transfer of such piece
of baggage bears to the total revenue received by the Railway Company and other
carrier, from the transportation of said baggage and passengers accompanying same.
12. Liability
The Cab Company agrees to indemnify and hold harmless the Railway Company for
loss, damage or injury from any act or omission of the Cab Company, its agents or
employees, to the property of the Railway Company, to the person or property of patrons
or passengers of the Railway Company or any claim filed against the Railway Company,
resulting from acts of the Cab Company, its agents or employees. The Cab Company
agrees to indemnify and hold harmless the Railway Company from any claim for damages
arising from injuries to any of its employees, while engaged in handling the transfer
business whether caused by acts of employees of the Railway Company, condition of
buildings or platforms of the Railway Company or any cause whatsoever.
13. Consideration
The Cab Company agrees to pay to the Railway Company monthly, in advance,
for said privileges, the sum of Dollars ($ ), such payment
to be made at the principal offices of the Railway Company or at such other point the
Railway Company may, from time to time, direct.
14. Term
This agreement shall become effective as of the day of ,
19 , and shall continue from month to month until terminated as follows:
(a) By either party giving the other days written notice prior
to first day of any calendar month, it being the intention that either party will have a
full calendar month's notice.
(b) By the Railway Company, if the Cab Company should at any time fail, in the
judgment of the Railway Company, to fully perform any or all of its obligations under
this agreement, giving the Cab Company, or its agent on the premises, days
written notice. The Cab Company, upon receiving such notice, agrees to remove its
190 UniformGeneral Contract Forms
vehicles and property from the premises and discontinue use of Railway Company's
property.
(c) By the Railway Company, if the Cab Company is in arrears in its rental pay-
ments more than three months, unless deferred payments are arranged by mutual
agreement between the Railway Company and the Cab Company.
(d) By the Railway Company when the Cab Company sublets, without the con-
sent of the Railway Company, any of the privileges hereby granted to the Cab Company.
(e) It is mutually agreed that in the event of the termination of this agreement
in accordance with the foregoing clauses of Section 14, nothing shall be construed to
relieve the Cab Company of any of its obligations in paragraphs 9 and 10, which may
have occurred prior to the termination of this agreement.
15. Assignment
The Cab Company agrees that it will not, without the written consent of the
Railway Company, assign or sublet any of the privileges herein granted.
In Witness Whereof, the parties hereto have executed this agreement, in
, the day and year first above written.
Company
Witness:
By
Company
Witness :
By
REPORT OF COMMITTEE II— BALLAST
A. D. Kennedy, Chairman; A. T. Goldbeck, M. I. Dunn, V ice-Chairman;
G. J. Adamson, T. T. Irving, W. A. Roderick,
A. L. Bartlett, a. R. Jones, R. L. Sims,
L. H. Bond, R. B. Jones, C. B. Stanton,
A. E. BoTTS, O. N. Lackey, E. C. Vandenburgh,
A. P. Crosley, p. J. McCarthy, Stanton Walker,
Arthur Daniels, R. H. Pinkham, G. B. Wall, Jr.,
R. L. Dyke, J. M. Podmore, C. S. Wicker,
J. M. Farrin, C. p. Richardson, A. H. Woerner,
J. J. Gallagher, P. T. Robinson, Committee.
To the American Railway Engineering Association:
Your Committee respectfully presents herewith report on its assignments.
(1) Revision of Manual (Appendix A).
Other information pertinent to anticipated revisions (Appendix A-1).
(2) Specifications for Stone Ballast.
(3) Design Ballast Sections in line with present day requirements (Appendix B).
Progress report.
(4) Rules and Organization, in 1929 Manual and Supplements thereto pertaining
to ballast. This subject was withdrawn — no report.
(5) Outline of complete field of work of the Committee. Your Committee reports
progress and desires this subject continued.
The Committee on Ballast,
A. D. Kennedy, Chairman.
Appendix A
(1) REVISION OF MANUAL
J. M. Podmore, Chairman, Sub-Committee; A. E. Botts, A. P. Crosley, A. T. Goldbeck,
0. N. Lackey, C. B. Stanton, Stanton Walker, C. S. Wicker, A. H. Woerner.
(1) REVISION OF MANUAL
In Specifications for Prepared Blast Furnace Slag Ballast, adopted at the last Con-
vention and given on page 575, Vol. 37 of the Proceedings, your Committee recommends
changing table of gradation therein to conform with gradation table in Specifications
for Stone Ballast.
In the same specifications, under Section III, "Production Requirements," para-
graphs (e) and (f), the term "Manufacturer" to be changed to "Producer".
(2) SPECIFICATIONS FOR STONE BALLAST
In lieu of the present Specifications for Stone Ballast (adopted in 1931) and revi-
sions thereto, your Committee recommends the adoption for printing in the Manual of
the following specifications. Fundamentally, these are the same specifications which were
submitted last year as advance information. Attention is directed to specification limits
given in note under "Quality Requirements."
Bulletin 390, October, 1936.
191
192 Ballast
SPECIFICATIONS FOR STONE BALLAST— 1937
General Characteristics
1. Crushed stone for ballast shall be composed of angular fragments, reasonably
uniform in quality and having the specified durability and wear resisting qualities. It
shall be reasonably clean and free from deleterious substances and shall be of the size
specified.
Gradation in Size
2. The stone, prepared for use as ballast, shall be well-graded within the size limi-
tations designated in the following table for the size or sizes desired, when tested with
square opening laboratory sieves.
Nominal
Size Approximate Amounts Finer than Each Sieve (Square Opening)
Square Size Round Per Cents by Weight
Designation Openings Openings i" lyi" 2" lyi" 1" W %'"
2A 1-2 " \yA-2y2" 100 90-100 35-70 0-lS 0-S
3A Yi-l " Yi-\\i" ... 100 90-100 0-lS
3B ^-I'A" H-IH" 100 90-100 20-55 0-lS
23B H-'^Vi" %-i " 100 90-100 ... 25-60 ... 0-10
Deleterious Substances
3. Broken stone for ballast shall not contain deleterious substances in excess of the
following amounts:
Material finer than 200 mesh sieve 1 per cent
Soft and friable fragments S per cent
Clay lumps O.S per cent
Physical Requirements
4. (a) Stone ballast shall be considered to have the desired physical requirements
when acceptable evidence is available showing that the stone has proved satisfactory in
service under conditions essentially the same as those for which it is proposed for use.
(b) Stone ballast failing to meet the requirements in Section 4 (a) shall be subjected
to Ihe fcllowing physical tests for quality and shall meet the following requirements:
Quality Requirements
Absorption
5. The absorption shall not exceed per cent.'
Toughness
6. The toughness shall be not less than
Percentage of Wear
7. The percentage of wear shall not exceed per cent.'
Soundness
8. Stone ballast failing to meet the requirements given in Section 4 (a) shall be
subjected to the sodium sulfate soundness test and shall meet the following requirements:
Loss in sodium sulfate test, not more than per cent.'
Frequency of Testing
9. Tests may be made from time to time at the option of the purchaser, and
especially when new strata are being opened up for crushing into ballast,
' Note.— Suggested Specification Limits.
Ballast 193
Selection of Samples
10. Each stratum or portion of the quarry containing a variation in quality of
stone shall be tested separately and not averaged with any other stratum or portion ol
the quarry.
Averaging of Test Results
11. For obtaining the values of physical tests, the average results of the following
number of tests for each sample shall be taken.
Kind
of
Tests Percentage of
No. of Absorption Wear Totighness Soundness
Tests 2 2 (a) 2
(a) Use 6 test cylinders, 3 drilled parallel and 3 at right angles to the bedding plane.
Place of Tests
12. Such tests as are deemed necessary shall be made at a testing laboratory selected
by the purchaser, but visual inspection and other tests shall be made at the place of
manufacture prior to shipment as often as considered necessary.
Note. — Suggested Specification Limits
The following table is intended to give an idea of the proper test limits for use in
specifications for different classifications of stone ballast. Obviously, ballast in all of
these classifications may not be economically available to railroads in different parts of
the United States. Each individual railroad should specify test limits to suit the
materials which can be obtained at a reasonable cost.
Makimum Maximum Maximum
Per cent Loss Minimum Per cent Wear Absorption
Classification Soundness Toughness Deval Per cent
A S IS 2.5 O.SO
B 10 8 4.0 0.75
C 15 6 S.O 1.00
D 15 4 8.0
Production Requirements
Handling
13. Broken stone for ballast shall be loaded directly from the screen or from clean
bins or from storage piles provided the stone has not become segregated.
Ballast must be loaded into cars which are in good order and tight enough to pre-
vent leakage and waste of material and which are clean and free from sand, dirt, rubbish,
or any other substance which would foul or damage the ballast material.
Cleaning
14. When the rock is of such a nature that it does not become clean without
preliminary scrubbing, a scrubbing machine shall be provided at the quarry.
Defect Found After Delivery
15. Carloads of defective material arriving at the site for unloading and not pre-
viously inspected shall be rejected and be disposed of at the e.xpense of the producer who
will be held liable for all freight charges. If unloaded prior to discovery of defectiveness,
payment shall be refused to the manufacturer without return of defective ballast.
Inspection
16. Inspectors representing the purchaser shall have free entry to the producing
plant at all times while the contract is being executed, and shall have all reasonable
194 Ballast
facilities afforded them by the producer to satisfy them that the ballast is prepared and
loaded in accordance with the specifications and contracts.
In case the inspection develops that the material which has been or is being loaded
is not according to specifications, the inspector shall notify the producer to stop further
loading and to dispose of all cars under load with defective material.
Measurement
17. Ballast material may be reckoned in cubic yards or by tons, as expedient.
Where ballast material is handled in cars, the yardage may be determined by weight, after
ascertaining the weight per cubic yard of the particular stone in question by careful
measurement and weighing of not less than five cars filled with the material or the
tonnage may be determined for subsequent cars by measurement and converting the
yardage into tonnage by the use of the weight per yard as determined above.
Methods of Test
18. All tests shall be carried out in accordance with the following methods:
(a) Sampling the Quarry. Two samples shall be taken from each ledge or different
quality of stone used in the preparation of the ballast.
Samples of the finished product for gradation and other required tests shall be taken
from each of 200 tons of aggregate delivered unless otherwise ordered by the Engineer.
Samples shall weigh not less than 100 lb.
(b) Sieve Analysis. The sieve analysis shall be made in accordance with the
Standard Method of Test for Sieve Analysis of Aggregates for Concrete (A.S.T.M.
Designation: C 41).*
(c) Material Finer Than 200 Mesh Sieve. The per cent of dust, dirt, loam, and
other fine material shall be determined in accordance with the Tentative Method of Test
for Determination of Amount of Material Finer than No. 200 Sieve in Aggregates
(A.S.T.M. Designation: C 117-3ST).
(d) Soft and Friable Particles. The percentage of soft and friable particles shall be
determined in accordance with the Standard Method of Test for Quantity of Soft
Pebbles in Gravel (Method T-8) of the American Association of State Highway Officials.
(e) Clay Lumps. The percentage of clay lumps shall be determined by examining
the various fractions which remain after the sieve analysis. Any particles that can be
broken up with the fingers shall be classified as clay lumps and the total percentage of all
clay lumps shall be computed on the basis of the total original weight of the sample
used in the grading test.
(f) Absorption. The absorption shall be determined by A.S.T.M. Tentative
Methods of Test for Si)ecific Gravity and Absorption of Coarse Aggregate (A.S.T.M.
Designation C 127-36T).
(g) Toughness. The toughness test shall be made by A.S.T.M. Standard D 3-18,
Test for Toughness of Rock.
(h) Soundness. When the accelerated soundness test is required, it shall be made
in accordance with the Tentative Method of Test for Soundness of Coarse Aggregate by
Use of Sodium Sulfate or Magnesium Sulfate (A.S.T.M, Designation: C 89-3ST) or
subsequent revisions thereto.*
(i) Deval Abrasion Test. The abrasion test shall be made by A.S.T.M. Standard
Method D 2-33.
» 1933 Book of A.S.T.M. Standards, Part II, p. 113.
»1933 Book of A.S.T.M. Standards, Part II, p. 1244.
Ballast 195
Appendix A-1
(1) PROPER DEPTH OF BALLAST
(2) LOS ANGELES TESTING MACHINE
(1) PROPER DEPTH OF BALLAST
All material under this subject in the 1929 Manual and subsequent revisions thereto
were temporarily withdrawn in 1936. As the Committee is not yet in a position to
make definite recommendations in this particular, it desires to give you at this time
the benefit of information gathered so far in this direction.
A questionnaire on the subject was addressed to Chief Engineers of all Class I
railroads in the United States and Canada. Replies were received from railroads
representing 100,000 miles.
Based on these replies, the average maximum and minimum depth of ballast recom-
mended by Chief Engineers for three classes of track which would nominally call for
131-lb., 112-lb. and 90-lb. rail respectively, are given in the following table:
131-lb. 112-lb. 90-lb.
Max. Min. Max. Min. Max. Min.
Top ballast 16 in. 12 in. 14 in. 11 in. 12 in. 10 in.
Sub-ballast 14 in. 10 in. 13 in. 10 in. 12 in. 10 in.
Total Depth 30 in. 22 in. 27 in. 21 in. 24 in. 20 in.
(2) LOS ANGELES TESTING MACHINE
The Los Angeles testing machine is a device which is gaining popularity for
determining abrasive resistance of crushed stone, slag and gravel.
Indications are that its use will probably replace the Deval test which is now con-
sidered standard, in which event Ballast specifications will have to be adjusted
accordingly. For this reason, your Committee presents herewith a full de.-cription of
the machine, together with pertinent data concerning methods of test.
PROPOSED METHOD OF TEST FOR ABRASION OF COARSE AGGREGATE BY
THE USE OF THE LOS ANGELES TESTING MACHINE
Scope
1. This method of test is intended for determining the abrasive resistance of
crushed rock, crushed slag, uncrushed gravel and crushed gravel.
Note. — Ledge rock, hand-broken into approximately cubical fragments of the dif-
ferent sizes shown, when tested by this method, has been found to have a loss of
approximately 85 per cent of that for crushed rock of the same quality.
Apparatus
2. The machine shall consist of a hollow iron drum, having inside dimensions of
20 in. in length and 28 in. in diameter, rotating on a horizontal axis. An opening in the
cylinder shall be provided for the introduction of the samp e and sha.l be clo ed, du;t
tight, with a removable cover bolted into place. A shelf which projects 3J/2 inches into
the drum, and extends the full length of the drum, shall be attached to the cover or to
the inside of the drum. The surface of the shelf which catches the charge shall be
rectangular and shall lie in a radial plane.
196 Ballast
Abrasive Charge
3. An abrasive charge composed of cast iron spheres approximately V^ in. in
diameter, weighing between 405 and 43S g. each, and conforming to the requirements in
Section 24 of the Standard Specifications for Paving Brick (A.S.T.M. Designation: C 7)
shall be used with the test sample. A charge of 12 spheres weighing 5000 g. ± 25 g.
shall be used with the grading A described in Section 4, and a charge of 11 spheres
weighing 4583 g. ± 25 g. shall be used with the grading B described in Section 4 below.
Test Sample
4. The test sample shall consist of SOOO g. of clean, dry aggregate and shall conform
to either of the following gradings. The grading used shall be that most nearly
representing the aggregate furnished for the work.
Sieve Size, in.
(Square Openings) Weight, g. Weight, g.
Passing Retained on Grading A Grading B
IH 1 1250 0
1 ^ 1250 0
^ Ys 1250 2500
14 Yi 1250 2500
Procedure
5. The test sample and the abrasive charge shall be placed in the abrasive machine
and the machine rotated at 30 to 33 r.p.m. for 500 revolutions. If an angle is used as
the shelf, the machine shall be rotated in such a direction that the charge is caught on
the outside surface of the angle. At the completion of the test, the material shall be
removed from the machine and sieved on a No. 12 sieve conforming to the requirements
of the Standard Specifications for Sieves for Testing Purposes (A.S.T.M. Designation:
E 11). The material retained on the sieve shall be washed, dried, and weighed to the
nearest gram (Note).
Note. — Attention is called to the fact that valuable information concerning the
uniformity of the sample under test may be obtained by determining the loss after
100 revolutions; when this determination is made care should be taken to avoid loss of
any part of the sample; the entire sample, including the dust of abrasion, shall be
returned to the testing machine for the completion of the test.
Calculation
6. The difference between the initial weight and final weight of the test sample
shall be expressed as a percentage of the initial weight. This value shall be reported as
the percentage of wear.
Under the standardization procedure of the Society, this method is under the joint
jurisdiction of the A.S.T.M. Committee C-9 on Concrete and Concrete Aggregates and
Committee D-4 on Road and Paving Materials.
TEST RESULTS AND COMPARISONS
A series of tests was made in the Los Angeles Rattler to determine the wear at
different periods during the revolution of the drum on the theory that soft rock would,
under severe treatment, break up at a proportionately smaller number of revolutions than
the harder and tougher rock.
A sample consisting largely of soft granitic boulders was selected from the Claremont
Pit in the San Gabriel Valley. This material, after being crushed and graded, was used
as the soft rock in this series of tests.
Fairly hard and tough rock free from any very soft material was selected from this
source and various others shown in Table II.
Tests were made on the soft rock and each of the samples of hard rock; also on
blended samples of soft and hard materials.
Ballast 197
In the first group of tests, which are shown in Table I, grading analyses were made
on each sample at different stages in the revolution of the rattler.
The effect of the number of revolutions on per cent of wear for this group of tests
is also shown in Fig. 2.
In the next group of tests the per cent passing the No. 3 and No. 10 mesh sieves
was obtained at 100 and 500 revolutions for the other sample of hard rock and the
various blends with soft material. These results are tabulated in Table II.
The same distinct difference in the rate of wear at 100 revolutions between samples
of hard rock and those of both hard and soft was again noted. The No. 3 size also
showed quite promising for detecting soft material. Further study of the size is being
made at the present time in connection with the regular test.
All of the information available at the present time indicates that uniform samples
of aggregate will have a nearly constant rate of wear up to 500 revolutions. This being
the case, a fairly hard and tough rock without an appreciable percentage of soft
material would show a wear of less than 8 per cent at 100 revolutions.
Effect of Angularity of Rock
A series of tests have been made for the purpose of determining the effect of shape
and angularity of rock on the Los Angeles Rattler Test.
For these tests samples of uniform ledge rock were obtained and crushed to the
sizes desired for testing. This crushed material was then divided into two parts; one
part being tested for percentage of wear in its crushed condition, the other being rounded
in the Deval Machine before testing.
The extent of the rounding in the Deval Machine was not sufficient to produce a
typical round gravel aggregate. However, all of the samples treated might be classified
as irregular shaped gravel.
By referring to Table III where the results of these tests are shown, it will be
noted that the Los Angeles Rattler Test apparently is not affected appreciably by shape
and angularity of particles. This is, no doubt, due to the fact that the test is along the
line of an impact test.
\
198 Ballast
Table I
Rate of Breakinc Down hi- Soft and Hard Rook in hie Los Angeles Rattler Test
Number of Revolutions
Kind of Rock 40 70 100 200 300 500
Total Per Cent Passing No. 10 Sieve or Per Cent Wear
100% Hard 2.0 3.4 4.8 9.6 13.6 22.2
90% Hard, 10% Soft 2.6 4.8 6.8 12.4 16.8 2S.4
80% Hard, 20% Soft 5.2 6.8 8.8 15.2 20.4 22.9
4.4 6.4 8.8 14.6 20.2 28.6
4.8 6.6 8.8 14.9 20.3 28.9
70% Hard, 30% Soft 4.6 8.0 10.4 17.6 23.8 34.0
100% Soft 11.2 17.0 21.8 34.0 43.2 55.6
Total Per Cent Passing No. 3 Sieve
100% Hard 5.0 8.0 11.4 19.6 26.8 38.4
90% Hard, 10% Soft 6.8 10.8 14.2 23.4 30.8 42.8
80% Hard, 20% Soft 9.6 12.6 16.2 26.4 33.6 46.0
9.0 12.8 16.4 26.4 34.6 46.8
9.3 12.7 16.3 26.4 34.1 46.4
70% Hard, 30% Soft 10.4 15.8 20.0 30.8 39.6 51.4
100% Soft 26.0 34.0 40.4 55.8 64.2 74.6
Total Per Cent Passing ^2 in. Screen
100% Hard 15.6 21.4 25.6 37.4 44.4 52.6
90% Hard, 10% Soft 17.6 22.8 28.2 38.6 45.6 55.8
80% Hard, 20% Soft 20.2 24.6 28.6 41.0 49.0 57.6
19.4 24.0 30.0 41.2 50.8 S8.8
19.9 24.3 29.3 41.1 49.9 58.2
70% Hard, 30% Soft 22.2 29.2 34.4 47.6 55.0 64.8
100% Soft 36.0 48.2 54.0 67.0 73.4 81.2
Total Per Cent Passing Y^-in. Screen
100% Hard 48.2 51.4 53.0 57.2 60.6 65.0
90% Hard, 10% Soft 48.6 53.2 55.2 60.2 64.6 64.0
80% Hard, 20% Soft 48.4 52.4 55.0 60.6 63.4 68.0
51.4 53.4 56.6 62.4 67.6 71.0
49.9 52.9 55.8 61.5 65.5 69.5
70% Hard, 30% Soft 52.0 58.2 62.8 68.0 73.6 77.4
100% Soft 61.4 68.0 72.6 70.0 82.4 87.4
Total Per Cent Passing 1-in. Screen
100% Hard 66.8 67.8 69.0 72.4 72.6 76.8
90% Hard, 10% Soft 67.6 71.4 72.8 75.0 76.4 79.2
80% Hard, 20% Soft 68.0 69.0 70.6 75.0 76.2 82.4
66.8 71.2 72.0 74.6 76.8 78.8
67.4 70.1 71.3 74.8 76.5 80.6
70% Hard, 30% Soft 73.4 75.0 76.8 80.0 83.0 85.0
100% Soft 76.8 80.0 83.0 86.6 89.0 93.0
Total Per Cent Passing 1%-in. Screen
100% Hard 84.0 86.4 86.8 90.2 91.1 92.2
90% Hard, 10% Soft 84.0 87.2 89.2 91.0 91.6 94.0
80% Hard, 20% Soft 84.6 84.8 88.6 89.8 91.0 95.6
82.0 86.8 88.0 90.0 92.6 92.8
83.3 85.8 88.8 89.9 91.8 94.2
70% Hard, 30% Soft 87.6 89.2 90.0 91.0 93.4 94.8
100% Soft 88.2 89.2 93.2 95.4 96.4 96.6
Note. — Soft rock test No. 4318. Hard rock test No. 4319-A. Both materials were
crushed granitic boulders from the Claremont Pit.
Ballast 1Q9
Table II
Effect of Soft Rock of the Los Angeles Rattler Test
Total Per Cent Passing
No. 3 Sieve No. 10 Sieve
Kind of Rock 100 Rev. 500 Rev. 100 Rev. 500 Rev.
Test 4247-A
100% Hard 12.2 48.2 6.0 30.0
13.4 50.6 6.4 31.2
12.8 49.4 6.2 30.6
90% Hard, 10% Hard 14.6 S0.2 7.6 31.4
80% Hard, 20% Soft 18.4 53.4 9.6 36.0
70% Hard, 30% Soft 19.6 56.8 10.4 56.6
Test 4236-A
100% Hard 12.2 44.0 5.8 28.0
12.0 43.6 5.6 27.8
12.1 43.8 5.7 27.9
90% Hard, 10% Soft 13.4 44.8 6.8 28.2
14.8 47.2 7.6 30.6
14.1 46.0 7.2 29.4
80% Hard, 20% Soft 18.0 50.8 9.6 34.0
17.6 51.4 9.4 34.4
17.8 51.1 9.5 34.2
70% Hard, 30% Soft 20.4 54.0 11.6 37.6
20.2 53.0 16.8 36.0
20.3 53.5 11.2 36.8
Test 4871-A
100% Hard 9.2 37.4 4.2 20.0
8.0 35.2 4.0 19.8
8.6 36.3 4.1 19.9
00% Hard, 10% Soft 12.2 40.0 6.6 24.2
12.2 40.6 6.6 23.8
12.2 40.3 6.6 24.0
80% Hard, 20% Soft 15.4 45.0 8.6 27.6
16.8 44.6 8.8 28.0
16.1 44.8 8.4 27.8
70% Hard, 30% Soft 19.8 50.8 10.8 32.2
18.0 48.6 9.6 30.6
18.9 49.7 10.2 31.4
200
Ballast
Table III
Effect of Angularity of Rock of the Los Angeles Rattler Test
Per Cent wear at Per Cent wear at
100 Revolutions 500 Revolutions
Note Material and Source Crushed Rounded Crushed Grounded
1 Basalt rock from Basalt Rock Co.. . . 2.2 2.0 10.0 9.6
2.0 2.0 9.6 9.6
2.1 2.0 9.8 9.6
1 Test 5308. Fine grained igneous
rock, probably andesite or diorite,
from Del Norte County 3.2 2.8 12.4 11.4
2.2 2.4 10.8 10.2
2.7 2.6 11.6 10.8
1 Test 4141, Granitic rock from Rubi-
con-Springs, III-E. D.-38-C 10.4 10.0 48.8 48.6
3 Granitic rock from Calaveras Coun-
ty, near Avery's, X-Cal-24-E 7.8 7.2 38.8 39.6
8.2 8.0 39.6 40.4
8.0 7.6 39.2 40.0
Notes
1. Rounded material obtained by running crushed rock in Deval Machine for
60,000 revolutions.
3. Rounded material obtained by running crushed rock in Deval Machine for
64,000 revolutions.
Conclusions
1. The Los Angeles Rattler Test is decidedly more suitable for determining the
hardness and toughness of rock and the amount of soft material than any test or group
of tests studied. Its advantages are pointed out as follows:
(a) The nature of the treatment is severe, bringing out weakness not shown
by any one of the other tests studied.
(b) It is adapted for testing both crushed and gravel aggregates.
(c) It requires very little time for performance.
(d) It is not affected materially by changes in volume of aggregate due to
Specific Gravity because of the size of cylinder in which the test is made.
(e) It eliminates a large amount of the personal equation which enters into
some of the other tests.
Ballast
201
Fig. 1. — Los Angeles Rattler Machine.
The accompanying photograph is a recent developed Los Angeles Rattler machine.
In the picture is shown twelve 1%-in. iron balls. These are now considered prefer-
able to the iron cubes for use as an abrasion charge. Each ball weighs between 400 and
450 grams.
The data for making this report was obtained from E. T. Stanton, Material and
Research Engineer of the State Highway Department of California.
202
Ballast
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PERCENTAGE OF WEAR - LOS AN6ELE5 TEST
+-6RAVEL, D-TRAP, o-LlMESTONE-DOLOMITE. x -QUARTZITE, '-MARBLE, ^-GRANITE
FIGURE 2 -RELATION BETWEEN RESULTS OF TESTS IN DEVAL
AND L05AN6ELE5 MACHINES.
80
Appendix B
(3) DESIGN OF BALLAST SECTIONS IN LINE WITH PRESENT-
DAY REQUIREMENTS
Sub-Committee: The Entire Committee.
Your Committee reports progress.
A ballast section for each of the various classes of tracks, to be designated later,
and kinds of ballast will be submitted at a later date for your consideration.
Before proceeding further with this subject, your Committee offers for approval
or modification as to basic design, and not for inclusion in the Manual, a ballast section
for crushed stone or slag. Fig. 1, which, except for depth, is within reasonable bounds a
composite of standard ballast sections of railroads represented on your Committee.
-ir.
r
Ballast
203
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REPORT OF COMMITTEE X— SIGNALS
AND INTERLOCKING
C. H. TiLLETT, Chairman;
B. T. Anderson,
F. H. Bagley,
G. H. Dryden,
W. J. EcK,
P. M. Gault,
L. C. Heilman,
C. R. HODGDON,
S. N. Mills,
J. C. Mock,
R. D. Moore,
H. G. Morgan,
F. W. Pfleging,
W. M. Post,
A. H. RuDD,
J. E. Saunders,
H. H. Orr, Vice-Chairman;
E. G. Stradling,
C. A. Taylor,
G. K. Thomas,
W. M. Vandersluis,
F. B. WiEGAND,
Leroy Wyant,
Committee.
To the American Railway Engineering Association :
Your Committee respectfully reports on the following subjects:
1. Developments in railway signaling (Appendix A). Progress report.
2. The principal current activities of the Signal Section, A.A.R., by synopsis, sup-
plemented with list and references by number of adopted specifications, designs and
principles of signaling practice (Appendix B). Progress report.
The Committee on Signals and Interlocking,
C. H. Tillett, Chairman.
Appendix A
(1) DEVELOPMENTS IN RAILWAY SIGNALING
W. M. Post, Chairman, Sub-Committee; G. H. Dryden, W. J. Eck, F. B. Wiegand.
(A) Roller Bearings for Switches
The recent trend toward the use of heavier track, rails and longer switches has re-
sulted in the introduction of a simple anti-friction device which road tests show requires
approximately 60 per cent less power for the operation of the switches than for those
not so equipped. The device provides for the support of practically the entire weight
of the switch on roller bearings, while in transit. However, when a train travels over
a switch equipped with this device, the switch is supported by tie plates in the usual
manner. It utilizes a multi-leaf cantilever spring secured to the stock rail which engages
with the roller mounted in a bracket bolted to the switch rail. The spring is so pro-
portioned as to provide a yielding support for practically the entire weight of the
switch rails which rest on the roller bearings.
The power requirement variations are particularly noticeable where the lengths of
switches have been increased to 45 feet with a corresponding increase in the weight of
rail to 131 or 152 lb.
The use of roller bearings eliminates the necessity for oiling of switches except to
prevent rust on switch plates, as practically the entire weight of the switch rail is on
the roller bearings.
The device has undergone actual road service for more than a year, during which
period it has given satisfaction on both manual and power-operated switches and is
especially advantageous when used in connection with centralized traffic control installa-
tions and on remote control and spring switches. This device is illustrated in Fig. 1.
Bulletin 390, October, 1936.
205
206
Signals and Interlockini
(B) Dragging Equipment Detectors
Occasionally a freight train accident occurs on interlocked switches caused by a
broken arch bar on a truck of a freight car. When an arch bar breaks the column bolt
and broken part of arch bar drops below the top of and outside of the rail and may
ride for a considerable distance without damage, but when it reaches a switch rail, it
will turn the truck and derail the car causing the following cars to derail, resulting in
'^^
Fig. 1.
Fig. 2.
much damage to train, tracks and interlocking. Similarly, broken brake rigging and
other defective equipment of a train may drag, resulting in derailments and consequent
damage.
A device known as a "Dragging Equipment Detector" has recently been developed
to prevent these derailments. This device is a cast iron loop and they are located both
sides of each rail, just below the top in the path of broken arch bars and dragging
Signals and Interlocking 207
equipment. They are attached to posts placed about three feet in the ballast. This
device is illustrated in Fig. 2.
These cast iron loops are connected with the wayside signal circuits and with the
cab signal circuits in cab signal territory in such a manner that when broken by drag-
ging equipment, the wayside signals and the cab signals change so as to show the
cngineman he must stop as soon as possible, consistent with safety, and train must be
inspected.
Installations of these detecting devices, while in service only a short time, have
performed satisfactorily.
(C) Increased EfHciency Secured in Railway Operation by Signal Indica-
tions in Lieu of Train Orders and Time-Table Superiorities
Committee X has presented four reports* on this subject: the first at the 1929
annual meeting, listing 107 installations on 31 railroads totaling 1274 road miles, with a
discussion of the operating advantages of this method of directing train movements.
The second report was at the 1930 annual meeting, listing 167 installations on 41 rail-
ways totaling 1648 road miles. The third was at the 1932 annual meeting showing
209 installations on 2261 miles of road, with a discussion of the operating advantages
of Centralized Traffic Control, including lantern slide illustrations of two installations
on the Missouri Pacific and Pennsylvania, with the economic results on the P.R.R. The
fourth report was at the 1933 annual meeting, relating the economic results of the
Missouri Pacific installation.
This report shows the mileage of Train Operation by Signal Indication as of De-
cember 31, 1935, and shows 939 installations on 73 railroads, totaling 14,937 road miles
or 31,200 track miles. In bringing the previous mileage data up to date, it was found
that a considerable mileage of Block Signal Operation should be included, such as One-
Direction and Either-Direction Operation by Signal Indication in Manual Block, Con-
trolled Manual Block and Automatic Block territory. In recent years with the advent
of improved signaling devices, the use of train orders has been greatly reduced for
normal operation of train movements. Trains are directed by block signals operated
manually or by Interlocking, Remote Control, Centralized Traffic Control, Controlled
Manual Block and Automatic Block Signals, by signal indication without train orders
except in emergency, for slow orders, etc. With the increased speed of freight and
passenger trains it has been necessary to direct trains by signal indication, diverting from
one track to another by interlocking facilities without delays.
The following summary prepared from data submitted by the railroads shows an
increased mileage over the previous reports and brings out the wide application of this
improved method of directing train movements, which not only provides increased speed
of operation but increased safety and economy of operation.
1929 Report, Vol. 30. pp. 524-542; Discussion, pp. 1444-1445.
1930 Report, Vol. 31, pp. 1040-1058; Discussion, pp. 1729-1730.
1932 Report. Vol. i3, pp. 510-514; Discussion, pp. 686-695.
1933 Report, Vol. 34. pp. 266-268; Discussion, pp. 772-773.
208 Signals and Interlocking
SUMMARY
Train Operation by Signal Indication
Without Train Orders for Normal Operation on the Railroads of the United States,
As of December 31, 1935
Number of Installations 939
Number of Railroads 73
Miles Miles
One-Direction Operation by Signal Indication Road Track
Centralized Traffic Control 39.0 1S2.6
Manual Block on Multiple Track 981.5 2,051.9
Automatic Block on Multiple Track 10,624.9 24,508.2
Total 11,645.4 26,712.7
Either-Direction Operation bv Signal Indication
Centralized Traffic Control 1,320.6 1,670.2
Controlled Manual Block 507.7 663.4
Automatic Block in Both Directions with Traiffic Locking .... 1,223.4 1,743.6
Automatic Block in One Direction with Traffic Locking for Both
Directions 239.9 409.9
Total 3,291.6 4,487.1
Grand Total 14,937.0 31,199.8
(D) Automatic Train Control and Cab Signals
As of July 1, 1936 the installations of automatic train control, automatic cab
signals and equipped locomotives are summarized below:
Road Track
Miles Miles
Automatic train control
In service under I.C.C. orders 4,860.7 9,600.1
Voluntary installations* 3,333.0 5,554.6
* Includes 229.0 miles of road and 481.3 miles of track in Canada.
Total automatic train control 8,193.7 15,154.7
Automatic cab signals
In lieu of train control by I.C.C. authority 1,876.0 3,703.6
Voluntary installations 407.3 1,369.9
Total automatic cab signals 2,283.3 5,073.5
Total automatic train control and cab signals 10,477.0 20,228.2
Engines equipped (includes motor cars and multiple-unit cars)
Continuous control, speed control, and cab signals 582
Continuous control and cab signals 436
Intermittent control without speed control 4,189
Intermittent control with speed control 87
Cab signals only 3,482
Exclusively for operation over foreign lines 349
Total locomotives equipped 9,125
Signals and Interlocking 209
In the above summary are included many installations of automatic train control,
the locomotives of which are equipped with automatic cab signals in addition to auto-
matic train control, and accordingly those installations having automatic cab signals,
either with or without automatic train control, together with the equipped locomotives,
as of July 1, 1936 are shown in the following tabulation:
Equipped Loco-
Road Track motives and
Miles Miles Motor Cars
^ Automatic cab signals
Without automatic train control and with
automatic wayside signals 2,283.3 5,073.5 3,582
With automatic train control and automatic
wayside signals 654.4 966.7 444
With automatic train control and without
automatic wayside signals 912.2 1,749.4 569
Total 3,849.9 7,789.6 4,595
The following table giving the number of locomotives equipped for interchangeable
operation over different types of automatic train control and cab signal track installa-
tions, is submitted to show the increasing trend toward interchangeability between various
types of automatic train control and cab signal devices:
Railroad Locomotives Equipped
C.ofN.J.^ 35 equipped to operate over C.ofN.J. continuous code and non-code
cab signal.
C.&E.1 43 equipped to operate over C.&E.I. intermittent electrical contact
stop and CC.C.&St.L. intermittent inductive stop.
L.V 3 equipped to operate over L.V. intermittent inductive stop and
Pennsylvania continuous code cab signal.
N.Y.N .H.&H 4 equipped to operate over continuous code and 140-cycle non-code
continuous automatic stop of the N.Y.N.H.&H.
U.P." 6 equipped to operate over U.P. continuous cab signal, O.-W.R.R.&N.
continuous 1 -speed, and C.&N.W. continuous 2-speed.
^ Four of these locomotives also operate over code equipped tracks of the Penn-Reading Seashore
Lines.
* Three of these locomotives are equipped to operate also over the National Intermittent magnetic
inductive automatic stop on the Southern Pacific Company.
The Pennsylvania Railroad is now installing cab signals between Philadelphia and
Harrisburg, Pa., and when this work is completed this railroad will have cab signals
from New York, Washington and Atlantic City to Pittsburgh; New York to Washington;
and Pittsburgh to Indianapolis.
A petition of the New York, New Haven & Hartford Railroad to the Interstate
Commerce Commission, for permission to discontinue operation of automatic train con-
trol, and to operate by automatic cab signals in conjunction with wayside signals on
those portions of their lines equipped with automatic train control under the two orders
of the Commission, was granted on October 19, 1936.
The Committee on Automatic Train Control and the Bureau of Safety have con-
ducted a joint inspection and test of an experimental installation on a Louisville &
Nashville locomotive, of a time element reset for the Union Switch & Signal Company
continuous inductive automatic train stop equipment in service on that railroad between
Mobile, Ala., and New Orleans, La. This arrangement was designed to eliminate the
reset cock, and instead to introduce a predetermined delay time following the initiation
of an automatic brake application before the brakes can be released. In all of the tests,
both standing and running, this time element reset arrangement operated satisfactorily,
and it has been retained on this locomotive for an extended period, in order that its
performance might be observed and recorded in both freight and passenger service. A
joint report, describing in detail the operation of this arrangement and the tests con-
ducted with it, has been issued by the committee and Bureau of Safety, and has been
sent out by the committee to interested parties.
^10 Signals and Interlocking
Negotiations have been conducted with several carriers to equip passenger and
freight locomotives with a reset contactor provided with a clockwork mechanism,
arranged to delay for a predetermined time the resetting of the automatic train stop
equipment, and release of the brakes, after the contactor, which is to be located in the
cab, has been operated, following an automatic brake application.
During the year 1936, other activities in the field of automatic train control and cab
signals have included inspections and tests of the following:
The intermittent inductive automatic train stop device of the General Railway Signal
Company, installed on the Diesel locomotive, which formerly was used with the Baltimore
& Ohio lightweight streamlined train, "The Royal Blue," operating between Washington
and New York.
The composite automatic train control and cab signal equipment on the Union
Pacific streamlined trains, Nos. M-10002, M-10004, M-IOOOS and M-10006. This equip-
ment was manufactured by the Union Switch & Signal Company and is designed to
operate over the continuous inductive speed control territory of the Chicago & North-
western, and the Oregon-Washington Railroad and Navigation Company, as well as the
automatic cab signal installation of the Union Pacific, and the intermittent magnetic
inductive automatic train stop territory on the Southern Pacific.
Experimental installation of an automatic train control and cab signal device of the
continuous inductive type, of the Lowell-Wintsch Company.
The composite cab signal system of the New York, New Haven & Hartford's stream-
lined Besler self-propelled steam train. This equipment was manufactured by the Union
Switch & Signal Company and is designed to operate interchangeably over the con-
tinuous inductive non-code, two-indication, automatic train stop installation on the
Hartford Division, as well as the four-indication, coded, continuous inductive automatic
train stop system, with which the Shore Line is equipped.
Reports covering all the above activities have been sent out by the committee to
interested parties.
During the past year, the Bureau of Safety has directed attention to the need for
service tests to determine the maximum speed at which intermittent inductive automatic
train stop devices will operate to initiate an automatic brake application, under the
various conditions of air gap and offset, obtaining in service on those roads equipped
with these devices. At the present time no such information is available with respect
to all of the various conditions of air-gap and offset, based upon actual operation tests,
and, on account of the growing trend toward increased speed and faster schedules, the
Bureau is of the opinion that such information is not only desirable but essential.
Negotiations have been opened by the Bureau of Safety with a view to making such
tests on one railroad.
The Interstate Commerce Commission during the year filed three suits, containing
five counts, in various United States courts, against the Lehigh Valley Railroad for
alleged violation of its automatic train control orders. The specific instances mentioned
in the suits involved the movements of certain locomotives and motor cars backward
with the current of traffic, in automatic train stop territory, without automatic train
stop protection. The motor cars and locomotives were equipped for operation in the
direction of traffic for forward movement only, so that for the backward movements the
automatic train control was not operative. The railroad had petitioned the Commission
for authority to make such backward movements without automatic train stop protection,
but the petition was denied, and shortly afterwards the suits were filed.
This case is of interest because it is the first instance in which the Commission has
brought suit against a railroad for alleged violation of its automatic train control orders.
The cases were disposed of by the railroad confessing judgment and paying the
minimum fine on each count together with costs.
The Bureau of Safety is continuing the practice of making periodical inspections of
automatic train control and cab signal installations, as well as analysis of the perform-
ance records of these devices, from information submitted by the carriers in the monthly
reports of automatic train control performance.
Signals and Interlocking 211
Appendix B
(2) THE PRINCIPAL CURRENT ACTIVITIES OF THE SIGNAL
SECTION, A.A.R., BY SYNOPSIS, SUPPLEMENTED WITH LIST
AND REFERENCES BY NUMBER OF ADOPTED SPECIFICA-
TIONS, DESIGNS AND PRINCIPLES OF SIGNALING PRACTICE
W. M. Post, Chairman, Sub-Committee; G. H. Dryden, W. J. Eck, F. B. Wiegand.
CURRENT ACTIVITIES OF THE SIGNAL SECTION, A.A.R.
Since November, 1935
Printed and placed on sale Chapter XXI — Hump Yard Systems, American Railway
Signaling Principles and Practices. This is the twentieth of a series of twenty-five
pamphlets being prepared for the guidance of signal men and others in the conduct of
their work.
The work performed during the 1935 fiscal year and reported at the 1936 annual
meeting covers the following subjects:
Cost of stopping trains.
Capacitors for signal power lines — economic results.
Alternating current primary power supply system for automatic interlocking.
Comparative frequency and cost of accidents before and after the installation of
automatic block signals.
Economics of changing from automatic train control to automatic cab signals.
Additions to Chapter III — Principles and Economic Phase of Signaling, American
Railway SignaUng Principles and Practices.
Revision of specification for compensation of pipe lines for the operation of
mechanical units.
Rail locking devices used on interlocked drawbridges.
Alternating current circuits and apparatus as applied to automatic train control
and cab signal systems.
Protection against lightning.
Investigation of effect of boiler water blow-off on track circuits.
Automatic train control performance reports.
Revision of specification for one-inch welded steel pipe.
Specification for type "C" air depolarized carbon caustic soda primary cells.
Practice in the use of rust preventives.
Train approach signals.
Development on highway crossing protection, Federal and State activities.
Specification for copper-covered steel guy and messenger strand wires.
Specification for bronze messenger cable.
Specification for non-metallic underground cable.
Automatic train control and automatic cab signals.
Aspects and indications for four-block signal systems.
Signahng for high-speed trains for both light and heavy equipment, giving con-
sideration to spacing of signals for train operation on grades, curves and tangent
tracks.
Noteworthy changes in signal practices, 1924-1935.
Requisites for remote control of manual block signals.
Uniform policy covering replacement by manufacturers of material which has been
placed in service.
Certified duplicate limit glasses.
Development of proposed inductive coordination measures involving railroad power
lines and power equipment, as a result of the adoption of the Principles and
Practices for the Inductive Coordination of Railway Electric Supply Facilities
and the Communication Facilities of the Bell System — Cooperative report.
Lantern slides were presented showing some of the modern installations of automatic
block signals; centraUzed traffic control; either-direction operation, and high-
speed trains.
212
Signals and Interlocking
A paper entitled "Retrospect-American Railway Signaling," by H. S. Balliet, was
presented in commemoration of the 41st Anniversary of the founding of the
Railway Signaling Club.
Reports of the various standing committees on assignment "Indexing signal literature"
were compiled and printed as a "Bibliography."
SPECIFICATIONS REVISED
Old No. New No.
Mechanical Interlocking Machine, S. & F. Locking 7530 75-36
Electric Interlocking Machine 7632 76-36
Electric Lock 9931 99-36
Electric Motor Switch Operating Mechanism 10131 101-36
Mechanical Interlocking Machine, Style "A" Locking 11430 114-36
Circuit Controller for Movable Bridges 13029 130-36
Electro-Pneumatic Switch Operating Mechanism 15232 152-36
Automatic Block Signal System 6329 and 86-34 63-36
Tractive Armature Direct Current Neutral Relay with Four or More
Contact Fingers 10529 105-36
Portable Direct Current Voltmeters, Ammeters and Volt- Ammeters. . . 8533 85-36
One-Inch Welded Wrought Iron Pipe 12324 123-36
No. 6 Dry Cell 12623 126-36
Dry Process Porcelain Insulation 14428 144-36
Type "A" Copper-Oxide Caustic Soda Primary Cells 8720 87-36
Bare Copper-Covered Steel Line Wire, Thirty Per Cent Conductivity 71-33A 167-36
Bare Hard-Drawn Copper Line Wire 72-18A 169-36
DRAWINGS REVISED
Relay Contact Post Designation Plate 1633A 1633B
Rectangular Jars and Cover (Primary Battery) 1419 1419B
Switch-Rod Insulation 1055B 1055C
Binding Posts 1070D 1070E
Two-Way Single-Lamp Signal 1236B 1236C
Foundation for Ground Mast Bottom Mechanism Signals (for Single
or Double Case) 1259 12S9B
Ladders for Ground Mast Signals (Assembly) 1365 1365B
Plunger Switch Lock-Rectangular Plunger 1425B 1425C
Plunger Switch Lock-Details-Rectangular Plunger 1426B 1426C
Adapter Clamp and Details for Signs 1647A 1647B
REQUISITES REVISED
Centralized Traffic Control System.
INSTRUCTIONS REVISED
Testing Electric Locking.
Maintenance and Operation of Alternating Current Track Circuits. (Old title, Instruc-
tions for the Adjustment, Care and Operation of A.C. Track Circuits.)
Maintenance and Operation of Direct Current Track Circuits.
Installation, Maintenance and Operation of Lead Acid Type Storage Batteries.
Maintaining and Testing Light Signals.
REVISED MISCELLANEOUS MATTER
Alternating Current Power Supply and Distribution Calculations.
for Calculating Power Supply and Distribution.)
General Classification for Signal Interruptions.
Pipe Thread.
Application of Signals.
(Old title, Information
Signals and Interlock! ng ^^
NEW SPECIFICATIONS
No.
Tractive Armature Direct Current Polarized Rela> 165-36
Copper-Oxide Rectifiers and Valves Io6-3(j
Type "B" Copper-Oxide Caustic Soda Primary Cells 171-36
Air Depolarized Dry Cell 1 70-36
Bare Copper Alloy Line Wire, Thirty Per Cent Conductivity 168-36
NKW DRAWINGS
Junction Box and Cross-Arm for Flashing Light Highway Crossing Signals 16S6B
Junction Box and Cross-Arm Details for Flashing Light Highway Crossing
Signals 1657B
Suspension Base for S-Inch Mast 1193 A
Concrete Battery Box — Assemblies 1266A) *
Concrete Battery Box— Details 1267 A, 1268A, 1269A)
* Superseding Drawings 1597A and 1S98A.
NEW INSTRUCTIONS
Maintaining and Testing Electric Lamps.
Maintaining and Testing Car Retarder Systems.
Installing, Inspecting, Testing and Maintaining Insulated Rail Joints.
Inspecting, Testing and Maintaining Switch Circuit Controllers.
NEW MISCELLANEOUS MATTER
Agreements on Principles Applicable to Joint Signal Facilities.
Joint Signal Facilities — Construction Cost Detail.
SPECIFICATIONS TO BE REMOVED FROM THE MANUAL
No.
Concrete Trunking and Capping 12429
.Alternating Current Indicator or Repeater 9720
Direct Current Indicator 13123
Cement Concrete Battery Box 11622
Portland Cement Concrete HH
Machinery Steel 2111
MISCELLANEOUS MATTER TO BE REMOVED FROM THE MANUAL
Standard Forms for Reporting Material Used and Labor Performed in Construction.
Construction Program for Signaling.
Table of Average Service Life in Years of the Important Units of the Different Types
of Signal Installations.
REPORT OF COMMITTEE IV— RAIL
John V. Neubert,
Chairman;
John E. Armstrong,
W. J. Backes,
M. M. Backus,
W. C. Barnes,
F. L. C. Bond,
N. J. Boughton,
C. B. Bronson,
W. J. Burton,
E. E. Chapman,
W. A. Duff,
RoBT. Faries,
J. M. Farrin,
L. C. Fritch,
F. W. Gardiner,
F. M. Graham,
A. F. Blaess, Vice-
Chairman;
C. R. Harding,
G. W. Harris,
B. Herman,
F. S. Hewes,
C. W. Johns,
Maro Johnson,
W. H. KiRKBRIDE,
B. R. KuLP,
G. M. Magee,
H. C. Mann,
Ray McBrian,
Wm. Michel,
C. E. Morgan,
E. E. OVIATT,
J. C. Patterson,
Louis Yager, Vice-
Chairman;
W. H. Penfield,
W. H. Petersen,
P. Petri,
G. A. Phillips,
G. J. Ray,
A. N. Reece,
J. C. Ryan,
R. T. SCHOLES,
G. R. Smiley,
C. P. Van Gundy,
J. C. Wallace,
J. E. WiLLOUGHBY,
W. P. WiLTSEE,
J. B. Young,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
(1) Revision of Manual (Appendix A).
(2) Further research, including details of mill practice and manufacture as they
affect rail quality and rail failures, giving special attention to transverse fissure failures,
collaborating with Rail Manufacturers' Technical Committee (Appendix B). Progress
report.
(3) Compilation of statistics of all rail failures, making special study of transverse
fissure failures (Appendices C, D and E). Progress reports.
(4) Cause and prevention of rail battering and methods of reconditioning rail ends,
fastenings and frogs in track (Appendix F). Progress report.
(5) Economic value of different sizes of rail (Appendix G). Progress report.
(6) Rail lengths in excess of 39 feet (Appendix H). Progress report.
(7) Continuous welding of rail, collaborating with Committee V — Track and
Special Committee on Stresses in Railroad Track (Appendix I). Progress report.
(8) Service tests of various types of joint bars (Appendix J). Progress report.
(9) Effect of contour of the head of rail sections on the wear (Appendix K).
Progress report.
(10) Outline of Complete Field of Work of the Committee (Appendix L).
The Committee on Rail,
John V. Neubert, Chairman.
Bulletin 391, November, 1936.
215
216 Rail
Appendix A
(1) REVISION OF MANUAL
A. F. Blaess, Chairman, Sub-Committee; John E. Armstrong, W. C. Barnes, N. J.
Boughton, C. B. Bronson, E. E. Chapman, W. A. Duff, L. C. Fritch, F. M. Graham,
C. R. Harding, G. W. Harris, Marc Johnson, John V. Neubert, C. P. Van Gundy,
Louis Yager, J. B. Young.
STAMPING INGOT NUMBERS
For several years the rail specifications have provided that the ingot number "as
rolled" shall be hot stamped in the side of the web of the rail. It is desirable from
the standpoint of following the metallurgy of a given rail that the number thus stamped
shall be of the ingot as cast. The matter of so specifying has been handled with and
has received the approval of the Rail Manufacturers' Technical Committee, and the
following change in the first sentence of paragraph (b) of Section 407 of the Rail
Specifications on page 4-4 of the new Manual is recommended:
Present Proposed
(b) The heat number, the rail letter, and (b) The heat number, the rail letter,
the ingot number as rolled, shall be hot and the ingot number shall be hot stamped
stamped in the web of each rail where it in the web of each rail where it will not be
will not be covered by the joint bars. covered by the joint bars. It is desired
that the ingot number shall be in the
order as cast.
DESIGNATING MARKS FOR CONTROLLED COOLED AND NORMALIZED RAIL
The marking of the web of the rail to indicate controlled cooled or normalized rail
has been under consideration, but some complications have been encountered which
seem to make it desirable to defer definite recommendations at this time.
GENERAL REQUIREMENTS FOR STANDARD RAIL JOINT
Manual, page 4-14
These requirements or principles, formerly in the Track Committee section of the
Manual, were originally adopted in 1905. At that time each railroad was its own
authority as to the requirements for an effective rail joint and this was the first step
taken by the Association toward joint standardization. Your Committee believes they
should be made more specific and recommends the following changes:
Present Proposed
Title: Standard Rail Joint No change.
A standard rail joint should fulfill the No change,
following general requirements.
Present Proposed
1. It should connect the rails into a uni- 1. It should so connect the rails that
form continuous girder. they will act as a continuous girder with
2. It should be strong enough to resist uniform surface and alinement.
deformation or taking permanent set. 2. Its resistance to deflection should ap-
3. It should prevent relative deflection or proach, as nearly as practicable, that ot
vertical movement of the ends of the rails the rail to which it is to be applied.
and permit movement lengthwise for 3. It should prevent vertical or lateral
expansion. movement of the ends of the rails relative
4. It should be as simple and of as few to each other and permit longitudinal
parts as possible to be effective. movement necessary for expansion.
4. No change.
Rail 217
Appendix B
(2) FURTHER RESEARCH, INCLUDING DETAILS OF MILL PRAC-
TICE AND MANUFACTURE AS THEY AFFECT RAIL QUALITY
AND RAIL FAILURES, GIVING SPECIAL ATTENTION TO
TRANSVERSE FISSURE FAILURES, COLLABORATING WITH
RAIL MANUFACTURERS' TECHNICAL COMMITTEE
John V. Neubert, Chairman, Sub-Committee; John E. Armstrong, W. C. Barnes, A. F.
Blaess, C. B. Bronson, E. E. Chapman, Robt. Paries, P. Petri, G. J. Ray, W. P.
Wiltsee, Louis Yager.
The Rails Investigation, which is a cooperative investigation by the Board of
Trustees of the University of Illinois, the Rail Manufacturers' Technical Committee and
the Association of American Railroads, after having completed its scheduled term of five
years, extended its work over a sixth year, using the unexpended balance of the total
grant which remained after five years of the investigation.
The work during this sixth year of the investigation has concerned itself largely
with:
1. A study of thermal treatment processes for preventing shatter cracks in rails;
2. A study of acceptance tests for rails;
3. A continued study of non-destructive tests for detecting shatter cracks; and
4. Some further field tests of frequency of high wheel loads, including evaluating
the effects of wheel load defects and rolling stock defects.
In addition to these items, a beginning has been made on the study of batter of rail
ends and of the effectiveness of various end-hardening processes in diminishing this
batter. The first series of such tests is now in progress; these tests include: hardness
surveys, metallurgical studies, physical tests of small specimens from various parts of the
hardened end rail, and rolling load tests for batter.
Two progress reports of this investigation have been made by H. F. Moore, Re-
search Professor of Engineering Materials, in charge of the Rails Investigation, Univer-
sity of Illinois. These reports appeared in the June 1935 Bulletin 376 and the June 1936
Bulletin 386 of the AREA. A further statement of the progress of the investigation
will be made by Professor Moore at the time this report is presented at the coming
annual convention of the Association.
In planning work for the coming year under the proposed two years extension of
the program, emphasis will be shifted from the study of the mechanism of shatter cracks
to the study of rail-end batter, end-hardening of rails, and the building up of rails by
welding. At present tests are being made of rails end-hardened at the mills. It is
planned to start a study of rails obtained from railroads who have end-hardened their
rails in the field, and the work is going on in connection with a Sub-Committee of the
AREA, of which F. M. Graham is Chairman.
It is proposed to continue to study the thermal treatment processes for rails, with
special attention to the temperature limits and rates of cooling which are most effective
in preventing shatter cracks. It is also planned to continue studies of the cause of shatter
cracks, and of acceptance tests of rails, and, in spite of the rather remote possibility of
success, to continue the search for a non-destructive test for shatter cracks.
This is a progress report and it is recommended that the subject be continued.
218
Rail
Appendix C
(3) RAIL FAILURE STATISTICS FOR 1935
By W. C. Barnes, Engineer of Tests, Rail Committee
The Rail Failure Statistics for the year ended December 31, 1935, appearing in this
report, have been compiled in accordance with the standard method of basing the failure
rates on mile years of service in track.
The reported tonnages and track miles of rollings for 1930 and succeeding years
included in these statistics are as follows:
Year Rolled Tons Track Miles
1930 1,231,216 6,962
1931 807,680 4,498
1932 237,521 1,349
1933 205,637 1,090
1934 541,507 2,919
Totals 3,023,561 16,818
Table 1 shows the average failures per 100 track miles of rail in service which oc-
curred in one to five years' service in the rail reported from rollings of 1930 to 1934,
inclusive, from all mills together with similar rates of elder rollings taken from previous
reports which include both Bessemer and open-hearth rails. The 1930 rolhngs, whose
period of observation is now concluded, show an average of 60.0 failures per 100 track
miles for the five-year period, a decrease of 61.2 compared with the rate reported last
year for the 1929 rollings. Both service and detected failures are included in this Table.
Fig. 1 shows diagrammatically the five-year averages from Table 1.
1!
J3-0
\
PffiL rAiLURCs or
the:
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UNITED <STATCS fIND CflNftO/l
tso
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YE/IK or RCPORT
/fZJ
1929
19 ii
'S*
Fig. 1.
Table 2 presents the accumulated failures and failure rates of rail from each of the
mills for each of the rollings of 1930 and succeeding years. Service and service plus
detected failure rates are shown separately.
Fig. 2 shows diagrammatically the failure rates per 100 track miles of the 1930
rollings from Table 2, for combined service and detected failures. Five-year rates for
earlier rollings are reproduced from previous reports.
Fig. 3 shows diagrammatically the Table 2 failure rates per 100 track miles per year,
separately for service and service plus detected failures, for each of the 1930 and
subsequent rolhngs, by mills, unweighted for traffic.
Rail
210
Fig. 4 shows diagrammatically the comparative performance of the mills from data
underlying Fig. 3 except that average traffic density factors have been introduced into the
final computations using the method described on pp. 369-70 of Vol. 32 of the AREA
Proceedings for 1931. No claim is made for the entire accuracy of this method of rating
500
400
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1910 1912 1914 19lt l>IO l«0 1922 192* I92<> I92» I9J0
YEAR ROLLED
Fic. 2. — Record of Failures per 100 Track Miles for Five Years' Service for Rollings
From 1908 to 1930, (Service and Detected Failures Included.)
220
Rail
but it does give more consideration to the service to which the rails from the respective
mills are subjected than does the method of rating on which Fig. 3 is based.
Table 3 shows the average weights of rail from the various mills and from all mills
included in these statistics.
YtAR
ROLLED
FAILURES PER 100 AVE.TRACK MILES PER YEAR
CARNEGIE
(CARNCaiE -ILLINOIS)
1930
1931
I9J2
1933
1934
6.23
t.38
1.69
3.75
11.00
7.97
t.96
I.fc9
3.75
ENSLEY
(TENNESSEE)
1930
1931
1932
1933
1931
I2.6'1
4.4t
fe.40
7.62
1.75
15.2?
7.23
9.28
12.58
1. 75
GARY
(CARNEI^IE-ILLINOIS)
1930
1931
1932
1933
1934
6.11
5.85
3.78
3.21
3.03
lt.57
I 1.30
3.78
9.63
9.65
INLAND
1930
1931
1932
1933
1931
1.72
2.91
0.98
0.53
1.03
2.44
3,95
0.98
0.53
1.03
LACKAWANNA
(BETHLEHEM)
1930
1931
1932
1933
1931
I 1.95
a.97
12.26
6.85
5.10
17.85
14.51
21.93
7.31
5,40
MARYLAND
(BETHLEHEn )
1930
1931
1932
1933
1931
7.95
8.47
6.90
15.52
3.96
21.68
18.7 7
7.24
18.10
3.96
niNNEQUA
(COLORADO)
1930
1931
1932
1933
1934
2.60
2.81
0.69
0.37
1.66
2.96
3.07
0.69
0.37
1,66
STE ELTON
(bETHLEHEn)
1930
1931
1932
1933
1934
6,16
17.11
0,54
0.00
7.82
ll.Sfe
25.71
3.26
0,00
7.82
AUMILLS
1930
1931
1932
1933
1911
6,63
7.66
5.00
3,77
4,50
12.00
11,69
7,07
5.84
4.t2
Fig. 3.— FaUure Rates From Date Rolled to Dec. 31, 1935, by Mills (Service and
Detected Failure Rates Shown Separately).
Rail
221
YEAR
ROLLED
FAILURES PER 100 AVE.TRACK MILES PER YEAR PER UNIT OF TRAFFIC DENSITY
SERVICC SERVICE
ONLY aiTECTCO
CARNEGIE
(CARWC^ie-ILllNOIs)
1930
1931
1932
1933
193^
2.39
1.75
1.5^
OM
0.99
3.69
l.(,8
0.41 I
0.99
ENSLEY
(TENNESSEE)
1930
1931
1932
1933
193^
9.25
3.10
4.fe0
6.19
1.34
11.11
S.02
10.23
1.31
GARY
(CARKIEqiE-ILLINOI^
1930
1931
1932
1933
1934
3.20
2.(>l
1.77
0.97
4.23
8.fe3
5.04
1.77
2.91
4.49
ilNLAND
1930
1931
1932
1933
1934
0.82
1.00
0.42
0.14
0.39
1.16
l.3(>
0.42
0.14
0.39
LACKAWANNA
(BETHLEHEn)
1930
1931
1932
1933
1934
4 60
2.94
3.95
1.96
2.30
6.66
4.76
7,07
2.09
2.30
MARYLAND
(BCTMUHEn ]
1930
1931
1932
1933
1934
4.66
4.43
5.23
4.11
1.59
12.75
9.83
5.48
4.79
1.59
MINNEQUA
(COLORADO)
1930
1931
1932
1333
1934
2.17
2.81
0.53
0.29
1.29
2.47
3.07
0.53
0.29
1.23
STEELTON
(BETHLEHEM)
1930
1931
1932
1933
1934
4.31
5.51
o.ia
0.00
3.20
10.16
6.27
1.08
0.00
3.20
ALL MILLS
1930
1931
1932
1933
1934
3.54
3.25
2.27
l.2(>
2.04
6.42
4.95
3.21
1.96
2.09
Fig. 4.— Failure Rates From Year Rolled to Dec. 31, 1935, by Mills, Altered by Traffic
Density Factors. (Service and Detected Failure Rates Shown Separately.)
221
Rail
Table 1.— AVERAGE FAILURES PER 100 TRACK MILES— ALL MILLS
(Both service and detected failures are included)
Year
Years Service
Rolled
1
2
3
4
5
1908
398.1
1909
224.1
277.8
1910
124.0
152.7
198.5
1911
77.0
104.4
133.3
176.8
1912
28.9
32.1
49.3
78.9
107.1
1913
12.5
25.8
44.8
69.5
91.9
1914
8.2
19.8
32.9
60.9
74.0
1916
8.9
19.0
34.2
63.0
82.4
1916
11.8
29.2
47.7
70.6
106.4
1917
21.6
38.9
66.0
110.5
137.0
1918
8.9
27.6
54.0
92.8
125.4
1919
14.8
39.4
73.7
104.8
115.7
1920
14.2
32.4
63.1
84.6
119.6
1921
10.9
34.9
66.9
70.9
98.9
1922
15.9
34.8
55.2
80.4
110.0
1923
14.3
33.2
67.6
86.0
114.1
1924
14.0
33.4
58.3
82.0
110.7
1925
15.6
36.6
68.3
76.6
110.7
1926
17.1
41.2
64.6
102.6
131.3
1927
18.4
37.7
69.5
94.6
112.4
1928
11.0
28.0
45.8
57.4
76.4
1929
14.1
36.8
65.9
82.7
121.2
1930
7.8
12.8
22.4
37.6
60.0
1931
9.1
19.7
32.3
46.8
1932
4.6
11.8
21.2
1933
6.2
11.7
1934
4.6
Rail
223
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Rail
Table 3. — Average Weights of Rails Compiled prom Tonnages Used in this Report
Mill
1930
1931
1932
1933
1934
Algoma
99.7
114.0
97.7
105.1
Dominion
126.9
106.5
Edgar Thomson (Carnegie)
122.2
124.5
128.1
128.5
127.4
Ensley (Tennessee)
103.2
100.9
101.6
103.2
102.5
Gary (Illinois)
110.5
113.9
111.5
119.8
115.2
Inland
111.9
114.6
108.6
121.6
117.8
Lackawanna (Bethlehem)
117.4
119.6
119.3
123.6
122.0
Maryland (Bethlehem)
115.3
113.8
105.0
123.0
120.8
Minnequa (Colorado)
107.2
100.3
109.3
111.2
114.7
Steelton (Bethlehem)
129.9
130.9
126.7
130.3
123.0
All Mills
112.5
114.2
112.0
120.0
118.0
Appendix D
(3) TRANSVERSE FISSURE STATISTICS
By W. C. Barnes, Engineer of Tests, Rail Committee
These statistics constitute a cumulative record of transverse fissure failures that
have been reported up to and including December 31, 1935. They include all fissured
rails reported, whether located by actual breakage in track or detected before breakage
by inspection or test. This total, however, does not represent all such failures that have
occurred for the reason that while the records of some roads have been cumulative for
over twenty years, those of other roads are of more recent origin and furthermore some
roads do not report such failures. Compound fissures and horizontal split heads
(horizontal fissures) are not included.
Table 1 corresponds with Table 1 of last year's report and shows separately the
number of service and detected transverse fissure failures classified by roads and by year
failed. It includes data only from such roads as have consistently reported service
failures over a long period of years and have also reported separately the service and
detected failures since the introduction of detection methods in 1929.
The total failures on any one road or on all roads during any given year can be
obtained by adding the corresponding figures for the service failures and detected failures
appearing in this Table. In 1935, 7,497 detected and 4,867 service failures were reported.
In other words, 60.6 per cent of the total failures in 1935 were detected before actual
breakage could occur. During the period 1929 to 1935 inclusive, a total of 23,575
detected and 32,672 service failures were reported making the detected failures average
U.9 per cent of the total fissure failures. In 1935, there were 2,463 more detected
failures and only 81 more service failures reported on these roads than were reported
in 1934.
Fig. 1 presents graphically the fissure failures by year failed from Table 1. The
solid line shows the service failures; the broken line, the detected failures only; and the
dotted line, the total service plus detected failures.
Rail
225
FIS.l - TOTAL FI5SURE FfWlURtS REPORTED EACH YEAR
(1950 INCLUDES II MONTHS ONLY)
r
1
1
1
lEGENO
ifRVICE AND DETECTED fISS. f WLURES.
— -— OETeCTEO FlSSORr FAILURES ONLY.
t
1
1
/
/
/
/
/
/
/
/
/
<
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4
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1
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/
/
/'
y
/
/'
1919 l?ZO 1921 1322 1323 192+ 1925 IS2t (927 (928 1929 1950 13J1 1932 1933 193'^ 1935
Table 2 shows all transverse fissure failures, service plus detected, reported by all
roads for each year's rollings from each mill accumulated from year rolled to Decem-
ber 31, 1935. These data are not weighted for tonnage output of mills, for density of
traffic, or for years of service. Reports from all roads are included and hence the grand
total of accumulated transverse fissure failures (98,304) exceeds that shown in Table 1.
This Table is most useful in comparing the failures in the various year's rollings from
any one mill.
Fissure failures reported since 1924 as occurring in the first year of service are as
follows:
29 Failures in 1925 from 1925 Rollings, All Mills
50
" 1926 '
1926
114
" 1927 '
1927
58 "
" 1928 '
1928
106
" 1929 '
1929
33
" 1930 '
1930
32
" 1931 '
1931
3
" 1932 '
1932
0 "
" 1933 '
1933
0
" 1934 '
1934
3
" 1935 '
1935
Fig. 2 is a mill rating chart and shows separately the service and detected transverse
fissure failure rates per 100 average track miles per year of each of the 1928 to 1932
rollings of each mill from date rolled to December 31, 1935, unweighted for traffic.
Fig. 3 shows graphically the average rates of failure, by mills, from Fig. 2, modified
by the application of average traffic density factors, the derivation of which is explained
on pp. 369-70 of Vol. 32 of the AREA Proceedings for 1931. Owing to the necessity of
using factors obtained from average traffic per mile of road, instead of actual traffic
over the particular rails in question, this chart can be considered only as an approximation.
c o
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230
Rail
riS5UR[ FAILURI RATCS PCR 100 AVC. TRACK MILES PER TEAK
StRVICt SfRVIcf
ONLV OCTICTCO
CARNEGIE
(CARNEqlE-ILUWOIS)
I92S
1929
1930
1931
1932
3.6
2.2
5.3
4.4
2.S
2.5
2.0
ENSLEY
(TENNESSEE^
1928
1929
1930
1931
1932
2.9
7.4
4.4
10.0
2.5
4.4
TA
qARY
(CARNE^IE-ILLINOr^
1928
1»2»
19-30
1931
1932
0.9
0.7
3.6
1.3
as
5.7
0.7
1926
1929
1930
1931
1932
0.7
0.2
4.5
2.5 kD
2.7
0.4
LACKAWANNA
(BETHLEHEMO
1926
1929
1930
1931
1932
5.2
4.(,
O.S
a4
0.0
7.6
T.fc
0.7
0.4
0.0
MARYLAND
CBETHLEHEH)
1928
1929
1930
1931
1932
24.2
n.7
9.8
0.00
50. <
252.8
44.5
0.0
MINNCqUA
(COLORABO;
1926
IJ29
1930
1931
1932
0.(>
0.3
0.1
0.0
0.0
0.4
o.a
0.0
0.0
STEELTON
(6ETMLEHEn)
1426
1929
1930
1931
I9S2
5.T
7.0
£.5
H.O
1.8
12.7
14.0
20.4
20.5
5.(,
ML MILLS
1926
1)29
1930
1)31
1932
3.2
4.2
2.4
2.9
1.5
1.3
13.0
6.2
6.8
2.3
Fiq. 2,- FISSURE FAILURE RATES FROn DATE ROLLED TO DEC.3I, 1935 BY MILLS
(SERVICE AND DETECTED FAILURE RATES SHOWN SEPARATELY)
Rail
231
FISSURE FAILURES PER lOOAVE TRACK MILES PER YIAR PER UNIT OF TRAFFIC DENSITY
MILL
YEAR
ROLLED
ilRVICE
SERVICE
AMO
ONIY
MTtCTtD
10 20 30 40 50
I9ze
1.0
1.4
B
1929
O.k
1.2
3
CARNEGIE
1930
O.J
O.d
[CAftMC^-Hi-INOlS )
1991
1932
0.3
0.4
O.h
0.4
1928
1.7
2.fc
Kl
1929
4.3
5.9
^^m 1
ENSLEY
1930
0.9
1.5
D
(TENNESSEE)
1931
1932
1.0
2.5
2 1.
4.2
ED
I92d
0.4
0.7
1929
0.3
O.S
QARY
1930
1.5
3.fc
■_J
(CARNE&IE-ILllNOli)
1931
I93t
0.8
0.3
2.1
0.3
C
1926
0.5
1.8
□
1929
0.3
1 .1
D
INLAND
(930
1931
l«2
0.1
0.4
o.«
o.<,
0.8
0.2
n
D
P
1926
1.9
2.8
■3
1929
l.«
i.k
n
L
LACKAWANNA
1930
0.2
0.2
(BETHUHEM)
1931
1932
0.1
0.0
0.2
0.0
MARYLAND
fMTHLCHCn )
1928
• 929
1930
1931
1932
8.3
M.4
2.9
2.8
0.0
15.9
Ta3
n.2
10.5
0.0
i
^
D
^
1
I9Z6
OS
I.J
D
1929
0.3
0.3
MINNEQUA
1930
1931
0.1
0.0
0.1
0.0
(COLORADO)
1932
0.0
0.0
I92S
l.T
3.7
■-^
STEELTON
1929
1930
2.2
1.5
4.5
5.7
■JH
■
1931
3.3
(.0
W^M
(Bethlehem)
1932
o.s
l.fc
D
192 B
1.3
2.S
■H
1929
I.L
5.1
■
All Mill 6
1930
1931
1932
0.9
0.9
O.fc
2.4
2.3
0.9
o
D
FI4.3- FISSURE FAILURE RATES FROM PATE ROLlED TO OCC. 31, 193S 6Y MIILS, ALTERED BY TRAFFIC DENSITY FACTORS
(SERVIcr AND OfTCCTCO FAllURC RATES SHOWN SEPARATflV)
232 Rail
Appendix E
THE AAR DETECTOR CAR
By W. C. Barnes, Engineer of Tests, Rail Committee
On November 14, 1936, the AAR Detector Car completed its eighth year of opera-
tion under the supervision of the Rail Committee and under the immediate direction of
the writer. As of November 26, 1936, the car had tested a grand total of 40,100 track
miles of rail.
The track mileage now tested per year averages about 6,000, which is 100 per cent
increase over that tested in 1929. There has been a steady increase in the number of
transverse fissures detected per mile of track tested, the number detected in 1936 being
approximately 10 per cent greater than in 1934. The total failures detected have
increased 100 per cent in the same period.
Having but one detector car, we have so far been unable to handle all of the
business offered by the roads, and our test schedule is always booked solid for months
in advance.
Appendix F
(4) CAUSE AND PREVENTION OF RAIL BATTERING AND METH-
ODS OF RECONDITIONING RAIL ENDS, FASTENINGS, AND
FROGS IN TRACK
F. M. Graham, Chairman, Sub-Committee; A. F. Blaess, M. M. Backus, W. C. Barnes.
E. E. Chapman, B. Herman, W. H. Kirkbride. G. M. Magee, Ray McBrian, Wm.
Michel, C. E. Morgan, John V. Neubert, W. H. Petersen, J. C. Ryan, G. R. Smiley,
C. P. Van Gundy, Louis Yager.
Sub-Committee IV of the Rail Committee has recently been reorganized with a
somewhat different personnel, and arrangements have been made whereby laboratory work
incident to this subject will be undertaken at the University of Illinois under the
direction of Prof. H. F. Moore, under an arrangement similar to that by which the
study of transverse fissures, and other defects of rail, has been previously handled.
The Committee desires to present the following progress report:
The study of end-hardened rails which is carried on at the University of Illinois as
a part of the Rails Investigation is well under way. The specimens so far received have
come from the steel mills, and represent rail mill practice in end-hardening. Hardness
surveys of these test rails are nearly finished, a number of metallographic studies have
been made, physical tests of specimens cut from end-hardened rails are in progress and a
good beginnmg has been made on rolling-load tests for batter.
Plans for securing test rail joints from end-hardening contractors, as well as test
rail joints hardened in track from various railroads, are under active consideration.
It is recommended that the subject be continued.
Rail 233
Appendix G
(5) ECONOMIC VALUE OF DIFFERENT SIZES OF RAIL
J. M. Farrin, Chairman, Sub-Committee; W. C. Barnes, A. F. Blaess, F. L. C. Bond,
N. J. Boughton, W. A. Duff, Robt. Faries, F. W. Gardiner, C. R. Harding, C. W.
Johns, G. M. Magee, John V. Neubert. A. N. Reece, Louis Yager.
Certain studies have been made of this subject, but the Committee feels it is not
ready to make a report on it.
It is recommended that this be received as a progress report and that the subject
be continued.
Appendix H
(6) RAIL LENGTHS IN EXCESS OF 39 FEET
A. N. Reece, Chairman, Sub-Committee; A. F. Blaess, W. C. Barnes, W. J. Burton,
F. S. Hewes, C. W. Johns, H. C. Mann, John V. Neubert, J. C. Patterson, W. H.
Penfield, G. A. Phillips, R. T. Scholes, J. C. Wallace, J. E. Willoughby, Louis Yager.
A questionnaire has been sent out to all Class 1 Railroads in order to work up the
proper data for this subject.
Attached herewith is a study and practice in regard to standard rail lengths in
excess of 39 feet.
STANDARD RAIL LENGTHS IN EXCESS OF 39 FEET
Foreign Practice
Through an extensive questionnaire, the Rail Committee has determined the standard
lengths of rail used by European railways to be as shown in the accompanying Table A.
It will be observed from this table that rail of approximately 60-ft. length is in quite
general use, a considerable mileage of 78.7-ft. rail is in use in France, 90-ft. rail is on
trial in England, and 98.4-ft. rail is being used in Germany and Denmark.
Mill Practice
With present mill practice, the rail is rolled and comes to the hot saws generally in
sufficient length to be cut into three 39-ft. rails, or a total of 117 ft. This may be con-
sidered as approximating the maximum length which could be made standard without
requiring rebuilding of the rolling mills at great expense.
In order to economically produce any standard rail length in excess of 39 ft. the
representatives of the mill manufacturers have advised that mill changes would be re-
quired in the hotbeds, straightening machines, drill presses, and controlled cooling or
normalizing facilities. A considerable investment will be required to make this change.
Probably very little more investment would be required to go from 39 ft. to 117 ft. as
compared with increasing from 39 ft. to 45, 60 or 78 ft. It is desirable, therefore, that
in making a change the new standard rail length be made as long as present track and
handling conditions make practical, in order to prevent the unnecessary expense of again
revising mill facilities to increase the rail length a few years hence.
234 Rail
Use of Long Rail in the United States
At least two railways in this country have made experimental installations with
66-ft. rail in open track of the usual construction. The Lehigh Valley and Chicago,
Burlington & Quincy Railroads have each had ten miles of 66-ft. rail in service for several
years and their experience with this length rail is hereinafter referred to.
Lengths of Rail to be Considered
The following lengths of rail are suggested for consideration, for the reasons stated:
45 feet, as being the maximum length for which a sufficient number of
long length cars would be available for transportation with single loading.
60 feet, as giving an even tie spacing of 20 inches and conformmg more
nearly with general European practice.
66 feet, as being an even multiple of 33-ft. rails.
78 feet, as being an even multiple of 39-ft. rail, thus facilitating interchange,
and as approaching the maximum length that could be handled with double
loading.
117 feet, as being a multiple of 39 ft., the maximum now rolled at the
mills before being sawed, and as approaching the maximum length that could be
handled on three-car loading.
Transporting Rail
In previous considerations, the maximum car lengths available for transporting rail
have been a principal factor in determining the standard length of rail. Most of the
European countries transport their rail m single, long cars, but in England the rail is
transported on 4S-ft. flat cars having a free flat car at each end; in Norway, Denmark,
and Germany, long rail is transported on two fiat cars. The Lehigh Valley transported
their 66-ft. rail in 40-ft. low side gondola cars with drop ends, two cars being used to a
rail length. From 40 to 45 rails were loaded in each pair of cars, the bottom layers of
rails being given six points of support, three in each car. The total weight of 45 rails
78 ft. long of 131-lb. RE section would be 68 gross tons, or 34 gross tons per car. This
utilizes the capacity of the equipment reasonably well. The maximum loading require-
ments under present tariff regulations are 20 gross tons for the first car, plus 12 net tons
for the second car, with two-car loading. A loading of 21 rails 78 ft. long of 131-lb. RE
section would comply with this minimum weight requirement for two-car loading. There
would be, therefore, no added freight charges involved in transporting long rails by
two-car loading.
Since available equipment will handle 39-ft. rail with single loading, then the limit
of rail length for two-car loading would be approximately 80 ft. A 78-ft. standard rail
length would more nearly utilize the capacity of equipment for two-car loading than
would 45, 60, or 66 ft.
There is some question whether there is sufficient equipment available for transport-
ing 45-'ft. rail by single loading. If not, it would be necessary to use two cars for
transporting this length.
Unloading Rail
The Lehigh Valley unloaded their 66-ft. rail by using locomotive cranes equipped
with 50-ft. booms. The European practice was not determined from the questionnaire,
except that practically all of the roads reported long rail could be unloaded for the same
cost per mile as short rail. The Lehigh Valley and Burlington roads also held this
opinion from their experience.
I
Rail 235
Laying Rail
Locomotive cranes with 50-ft. booms were used on the Lehigh Valley in laying their
66-ft. rail. A special pair of rail tongs was used for setting the rail in place. This
special arrangement consisted of two tongs separated by a 10-ft. spreader bar, which in
turn was carried by the hoisting rope of the crane in a balanced position. Long rail
can also be set in place using hand tongs, at no greater cost per mile than for 39-ft. rail.
Practically all of the European roads advised that the cost of laying long rail was
the same per mile as short rail. The Lehigh Valley found the cost per mile less for
laying 66-ft. rail, compared with 39-ft., due to reduction in number of pieces to be
handled and reduction in number of joint bars to be applied.
Expansion Requirements
Field Tests. — In order to obtain some field measurements that would be helpful,
a section of tangent track 1320 ft. in length, on the Kansas City Southern Railway main
line near Kansas City, was selected as a test section. At each end of the test section, a
fixed grade separation structure served as a base for determining movement of the rail at
the end of the test section. These end movements together with measured expansion gap
openings at each successive joint accurately determined the expansive movement of the
rail. Near the center of the section, strain gage readings were taken on the rail and
compared with those on a free rail on a rail-rest at that location.
The rail is 127-lb. Dudley section, laid in the winter of 1929 at moderate tempera-
tures, without expansion allowance. The joint bars are 38 in. long, with six heat-treated
bolts of one-inch nominal diameter. The clearance between bolt-holes and bolts provided
for .>^-inch maximum opening.
In Fig. 1 is shown the measured expansion gap at each successive joint, on both the
east and west rails. Five series of measurements have been made, ranging from rail
temperatures of 36 deg. to 135 deg. The joints on the west rail during this entire tem-
perature variation of almost 100 deg. showed appreciable movement only at one joint
out of the 34. Neither did the rail show any marked tendency to move at the ends of
the test section. The joints of the east rail showed considerably more movement than
did those of the west rail. However, even here, only 14 joints out of the 34 showed
appreciable movement.
The following tabulation (B) shows the average expansion per joint for each
observation:
236
Rail
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238 Rail
Tabulation (B) — Joint Gap Measurements
Date 4-22-36 4-21-36 S-28-36 7-20-36 8-12-36
Average Rail Temperature 36° 66° 100° 116° 135°
Time 6-7:30 AM 3-5:30 PM 4-5 PM 3-4 PM 2-3:30 PM
East Rail
Total Joint Gap 4.580 2.290 .990 .450 .370
Correction for End
Movement —.570 — +.312 — —
Net Joint Gap 4.010 2.290 1.302 .450 .370
Average per Joint 118 .067 .038 .013 .011
West Rail
Total Joint Gap 1.313 .843 .623 .240 .278
Correction for End
Movement +.380 — — —.120 —.188
Net Joint Gap 1.693 .843 .623 .120 .090
Average per Joint 050 .025 .018 .004 .003
NOTE. — The joint gap readings as shown in Fig. 1 were measured between the rail ends at the
lower portion of the rail ball. Some end flow at the rail surface had occurred at many of the joints,
and in the above tabulation correction has been applied to the readings shown in Fig. 1 so that the
net joint gap between the flowed-over portions of the rail ends is given in the tabulation.
The average values for expansion per joint have been indicated on Fig. 2 by small
circles, the circles being connected by straight lines to better distinguish them. The
theoretical movement of a 39-ft. rail, entirely free to expand without any joint or tie
restraint, is also shown for comparison.
Although a larger number of readings, particularly at low temperature, are necessary
to permit final conclusions, the following conclusions are definitely indicated by these
measurements:
1. The effect of joint and tie restraint is to lessen the expansion requirement for
tightly fitting angle bars much below that which is generally used in this country. More
than 0.18-inch maximum joint opening on the west rail and 0.25-inch maximum joint
opening on the east rail would not have been necessary and it is quite likely that subse-
quent readings at very low temperatures will not show even these large average expansion
openings.
2. Relatively large temperature stresses are set up in ordinary track due to joint
restraint. Between 36 and 135 degrees, a rail free to expand would have moved
99° X .0000065 X 39 X 12 = 0.301 inch.
The actual movement on the east raU of the test section was 0.107 inch. A total
variation in the temperature stress of
0.194
39 y 12 -^ 30,000,000 or 12,400 lb. per sq. in.
would be required to develop this restraint. Strain gage readings near the center of the
section indicated a total variation in stress of 5250 lb. per sq. in. at that point.
The actual movement on the west rail was 0.047-inch. A total variation of
0.301— .047
— X 30,000,000 or 16,300 lb. per sq. in.
would be required to develop this restraint. The measured stress variation near the
middle of the section was 18,000 lb. per sq. in.
Rail 230
3. Neglecting the tie restraint, which could not have been appreciable, the average
12,400
joint restraint on the east rail was - — z — X 12.5 sq. in. (cross-sectional area), or
16,300
77,500 lb., and on the west rail was — -z — X 12.5 sq. in., or 102,000 lb.
Free Expansion of Rail
The expansion coefficient of rail may be taken at .0000065 of the length per degree
Fahrenheit change in temperature. The range of temperature in this country will ordi-
narily not exceed a total variation of 140 deg. The maximum change in length of free
rails would then be, for
39-ft. rails
-^^ — X .0000065 X 39 ft. X 12 in. — 0.425 in.
78-ft. rails
T- X .0000065 X 78 ft. X 12 in. = 0.850 in.
140
117-ft. rails
140°
X .0000065 X 117 ft. X 12 in. = 1.275 in.
The above represents the maximum expansion gaps that would occur in coldest
weather if the rails were free to expand without being held by any restraining forces.
Restricted Expansion of Rail
Rail in track is not permitted to expand freely due to joint bar restraint and tie
restraint. The joint bar restraint is the force required to slip the rail within the joint
bars and varies widely due to variation in bolt tension. The joint restraint may be
approximately estimated as the sum of the tension in all the bolts since the angle of
fishing contact is about the same as the angle of friction and there are two bars develop-
ing friction. The values of joint restraint in reasonably well-maintained track might be
expected to vary from a minimum of 20,000 lb. with four-bolt joints and fairly tight
bolts to 120,000 lb. with six-bolt joints and very tight bolts.
For 131-lb. rail having a cross-sectional area of 12.86 sq. in., a force of
12.86 X .0000065 X 30,000,000 = 2500 lb.
is required to fully restrain rail through a temperature change of 1 deg. Fahr. A joint
restraint of 120,000 lb. would restrain rail expansion through a temperature range of
120,000
2 X 2500 ~ ^^ degrees
since the joint restraint would resist equally a lowering or raising of temperature of
48 deg. It is therefore apparent that in the case of very tight joints, the joint restraint
alone may restrain the rail from expansion through most of the seasonal variation in
temperature.
The value of tie restraint with cut spike fastenings is negligible in its effect on
preventing rail expansion in the length of even a 100-ft. rail and need not be considered.
For the purpose of a typical analysis, the joint bar restraint has been assumed at
75,000
75,000 lb. This is sufficient to restrain the rail against movement through .-„„ or
30 deg. rise in temperature or 30 deg. fall in temperature, or through a total temperature
range of 60 deg.
In the accompanying chart. Fig. 3, is shown the calculated expansion range of 78-ft.
rail under two assumed conditions:
1. If free-ended with no joint restraint.
2. With a joint restraint of 75,000 lb.
240
Rail
0^
'JO
^
§
^
<5»
^
xv>y^v/ v/ sr//o^ \y^^M/^ff </a^ /^/^/^
Rail
241
oe/
-^
I/)
^
^
^
^
s-^ypv/ v/ sy/£>3^ \/^^M/4P^ t/op ^'^/o/^
242
Rail
The diagram is drawn to have no joint opening at 130 deg. and no pressure transmitted
by abutting rail ends at this temperature. It will be noted the effect of the joint
restraint is to reduce the required maximum opening from 0.85 to 0.49-inch.
Providing the joint opening, as provided by clearances between bolt-holes and bolts,
is less than indicated in Fig. 3, then in cold weather the rails will come solid against
the bolts, and in hot weather pressure will be transmitted between abutting rail ends.
As an illustration, in Fig. 4 a diagram is worked out for 78-ft. rails with maximum
joint opening of 0.37S-inch, assuming the rail is laid so the shearing force on bolts in
winter, and pressure force on abutting rail ends in summer (or track buckling force),
will be equalized. It is apparent from this diagram that the rail would have to be laid
with 0.37S-inch opening at 29 deg., 0.0-inch opening at 91 deg., with openings prorated
for intermediate temperatures. Rail could not be laid with rail temperatures below 29
deg. or above 91 deg. The maximum rail tension developed in winter, or compression
developed in summer, would be
39 X 2500 = 97,500 lb. or 7600 lb. per sq. in.
It will be noted that the larger the maximum joint opening provided, the larger will
be the temperature range within which rail may be laid, and the smaller will be the rail
tension and compression, except that the rail tension and compression cannot be less
than the frictional joint restraint. It is apparent, therefore, the only advantage of
making the maximum joint opening in excess of that at which the rail tension and com-
pression will equal the frictional joint restraint will be to increase the range of
temperature within which rail may be laid.
Relation of Rail Length, Expansion Allowance, Laying Temperature Range
and Restraining Forces
In the following tabulation (C) for different assumed rail lengths and maximum
expansion openings, is shown the rail temperature range to which the rail laying must
be restricted and the resulting tension and compression forces which will be developed
in the rail at the temperature extremes.
Tabulation (C)
Maximum
Expansion
Rail Opening
Length Permitted
(Feet) (Inch)
(1) (2)
39 ft ys (.125)
39 % (.250)
39 Vs (.375).
66 ft ^ (.250)
66 3/s (.375)
66 yi (.500)
78 ft Vs (.375)
78 Yi (.500)
78 Vs. (.625)
100 ft Vs (.375)
100 Yi (.500)
100 y» (.625)
100 54 (.750)
117 ft 14 (.500)
117 5/s (.625)
117 3^ (.750)
117 74 (.875)
Maximum.
Range of
Tension in Winter
Rail
and
Temperature
Compression in
Summer
For Laying
Total in
Lb. per
(Degrees)
131 -lb. RE Rail
Sq. In.
(3)
(4)
(5)
39 to
81
122,500 lb.
9520 Ib./sq. ii
18% to
1011^
71,200
5530
—3y2 to
122^
18,700
1450
35^ to
84^
113,600
8850
2314 to
961^
83,800
6500
ny2 to
108^
53,700
4200
29 to
91
97,500
7600
19 to
101
72,500
5600
9 to
111
46,200
3600
36 to
84
115,000
8950
28 to
92
95,000
7400
20 to
100
75,000
5800
12 to
108
55,000
4300
321^ to
87^
106,000
8250
251^ to
945^
88,700
6900
18^ to
101^
71,200
5500
11^ to
108^
53,700
4200
Rail 24^
From a practical standpoint, it would be very desirable, if not necessary, to have a
range for rail laying of from approximately 20 deg. to 100 deg. Fahr. rail temperatures.
Rail could not be laid when the rail temperature was above 100 deg. or below 20 deg.
To restrict this range farther would seriously limit the number of days during the year
when rail could be laid.
The foregoing tests described under "Field Tests" show that a joint holding force
of 75,000 lb. can be safely resisted by six-hole bars. This should be reduced to 50,000 lb.
for four-hole bars.
Joint openings of one-half-inch with 39-ft. rail are not uncommon. If this be
taken as the maximum permissible joint opening, it is apparent from the preceding table
that rail of approximately 78 ft. is the longest that will fulfill these three requirements
of laying range, joint tension, and expansion opening. If 100-ft. rail were used, the
permissible joint opening would have to be increased to ^-inch, and for 117-ft. rail to
•j4-inch. The longest rail fulfilling these requirements for ^-inch opening would be 60 ft.
No difficulty would be experienced with track buckling as many roads have laid
rail tight at rail temperatures less than 100 deg. Further, the joint resistance develops
this large buckling force even with present 39-ft. rail with six-hole joints.
Design of Joint Bars
On page 188, AREA Proceedings, Vol. 31, there is given some data showing
the load required to produce longitudinal slippage of the rails within the joint bars.
From this data, it will be noted there is wide variation in the resistance to slip-
page, and the resistance to slippage is approximately directly proportional to the bolt
tension. A comparatively wide variation in the slippage resistance of individual joints
must be conceded and the joint bars and bolts designed so the bolts will have sufficient
strength, when they come to a solid bearing, to break down the resistance of the so-called
frozen joints without breaking the bolts.
In the new 131 -lb. RE joint bar design (page 551, AREA Proceedings, Vol. 36),
the distance between inner faces of the joint bars is 3.125 inches. The strength of the
P
bolt considered as a beam resting on the joint bars as supports with a load -r' applied
at each edge of the rail web may be calculated as follows:
P (3.125 — .75) _ lOP .
Bending moment developed = -j" X z "TT" inch-lb.
Diameter of bolt = 15/16 inches.
3 14
Section modulus of bolt = -jj- X 15/16" X 15/16" X 15/16" = .081 in.''
19P
Stress in bolt r= Moment =
32 _
Sec. Mod. OSl ^ "^'^^
Elastic limit of heat-treated bolts =z 70,000 Ib./sq. in.
Unit tensile stress 2o OOO
due to bolt tension == '■ —
15/16" X 15/16" X^= ^O'OOO Ib./sq. in.
Strength of each bolt at solid bearing = 70.000 — 30.000 _ ^^^q ^^ ^^^^
Since the area of each bolt is 15/16" X 15/16" X ^^ = 0.69 sq. in.
4
and the shearing strength of heat-treated bolt steel is 56,000 lb. per sq. in., the
strength of the bolt in double shear would be 77,000 lb.
The bearing area of the bolt on the rail web would be
15/16" X 54" or .703 sq. in.
and the strength of the rail web in bearing for each bolt would bt
.703 X 70,000 = 49,200 lb.
244 Rail _^_____
It is obvious that the bolts are weakest in bending strength. For four-hole joints
the bolts wUl exert a force of 11,000 lb. to break loose joints of high resistance, and with
six-hole joints 16,500 lb. Consideration might well be given to some practical means of
increasing the strength of bolts in bending. An increase in bolt diameter to 1]S4 inch
nominal size would increase the bolt holding strength to 9500 lb. per bolt. If the inside
face of the joint bars were brought one-half inch closer to the rail web, the bolt bending
strength would be increased to 9500 lb. for one-inch bolts.
Ballast and Fastenings Required
As will be noted from the preceding discussion, by using the proper expansion open-
ings with long length rail, the tension and buckling stress will be no greater than at
present. The type of fastenings and ballast now used will, therefore, serve equally well
with long rail construction.
Maintenance Difficulties
The maintenance difficulties attendant to the use of long length rail are apparent to
maintenance officers. With the relatively small section gang generally employed, renewal
of rail failures with very long rail would present a problem. Transposing of rail on
curves would require an increased size of gang. However, rail failures are relatively few
and temporary repairs with joint bars could be made until a large enough gang could be
assembled. Foreign roads have not reported serious difficulty in the ordinary maintenance
with long length rails.
Rail Failures
It has been contended by some that there would be an increase ir. x.-ost due to rail
failures with long rail. For example, in the event of a failure with 78-ft. rail, two rails
would be removed from track where now only one is removed. On page 439, AREA
Proceedings, Vol. 37, the rail failure chart as prepared by the Rail Committee shows an
average of approximately one failure per track mile in five years of service. It is,
therefore, apparent that any additional cost with long rail due to rail failures would not
be appreciable and improvements in rail manufacture due to controlled cooling or nor-
malizing would reduce this possible added cost even farther. In the event of transverse
fissure failures in a defective heat, no more rail would be lost in removing the heat,
irrespective of the rail length.
Rail Creepage
Foreign roads have reported less difficulty from rail creepage with long rails than
from short rails. If the same number of rail anchors per mile were used with 78-ft. rail
as with 39-ft. rail, there would be twice as many anchors on each rail to help distribute
the expansion properly between the joints. There is, therefore, no reason to expect
added trouble from rail creepage with long rails, and some reason to expect less.
Economic Advantage of Long Rails
The advantages of long rails are from the reduction in number of pieces to handle
and place in track and from the reduction in number of joints to be maintained. With-
out attempting to definitely evaluate these advantages, it may be said that the European
roads and the American roads that have used long length rail have expressed their
opinion that a definite economy in maintenance expense is obtained.
Rail
245
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Recommended that this report be received as information and the subject continued.
Rail 247
Appendix I
(7) CONTINUOUS WELDING OF RAIL
J. C. Patterson, Chairman, Sub-Committee; W. J. Backes, A. F. Blaess, W. A. Duff,
Robt. Faries, F. W. Gardiner, B. R. Kulp, Wm. Michel, C. E. Morgan, John V.
Neubert, E. E. Oviatt, G. A. Phillips, G. R. Smiley, J. C. Wallace and Louis Yager.
Your Committee has contacted the manufacturers of welded joints (Gas, Thermit
and Flash Weld) and has their assurance of cooperation.
The procedure outlined for the conduct of the investigation calls for a determination
of the strength of welded joints, the tests for which are to be conducted in the laboratory
on specimens from rail welded by different processes.
The laboratory tests and studies proposed are as follows:
1. Metallographic studies of welded joints, including hardness surveys, etch tests,
and some micrographs for the purpose of developing information relative to the struc-
ture of the weld metal, and the metal at the junction of the weld and rail with that of
the raD itself.
2. Mechanical tests of numerous specimens cut from various parts of the weld, the
junction metal, and the rail. These would include tension, impact, and fatigue tests,
with some special torsion and torsion fatigue tests.
3. Drop and bend tests of full-size specimens of welded rail.
4. Rolling load tests of full-size specimens of welded rail to determine (a) whether
internal fissures can be developed at welded joints and (b) to determine the fatigue
strength in flexure of welded joints.
This portion of the investigation will require for each type of weld the following
number of specimens, each specimen to be a welded joint between two pieces of rail,
each not less than three (3) feet long — specimen not less than six (6) feet long.
For metallographic study (Item 1) 3 specimens
For mechanical tests of specimens cut from joint and rail. (Item 2)6 "
For drop and bend tests (Item 3)6 "
For rolling load tests (Item 4) 4 "
19
For the complete investigation and two weights of rail, the requirement of specimens
will be 152.
The information developed wUl be compared with tests of ordinary joints and full
section rails made by the "Special Committee on Stresses in Railroad Track,"
Recommend that this report be received as information and the subject continued.
Appendix J
(8) SERVICE TESTS OF VARIOUS TYPES OF JOINT BARS
Robt. Faries, Chairman, Sub-Committee; W. J. Backes, M. M. Backus, A. F. Blaess,
C. B. Bronson, F. S. Hewes, C. W. Johns, W. H. Kirkbride, G. M. Magee, Ray
McBrian, John V. Neubert, W. H. Penfield, P. Petri, J. E. Willoughby, W. P.
Wiltsee and Louis Yager.
Your Committee proposes to undertake service test of joint bars as applied to
112-lb. RE and 131-lb. RE new rail. The test of the 112-lb. joints will be made on the
Atchison, Topeka and Santa Fe Railway and the 131-lb. joints will be made on the
Pennsylvania Railroad. It is proposed to include in the test one mile of track of each of
the following types of joints laid in consecutive stretches if such locations can be secured.
It is possible that the 131-lb. stretches will have to be limited to one-half mile of
track each.
248
Rail
For 112-lb. RE Rail
Test to be Conducted on the Atchison, Topeka & Santa Fe Railway
Section
Temp. A-12
B-35
AREA
Temp. B-34
AREA
H.F. Angle
H.F. Toeless
Toeless
Type
Straight
Straight
C.B. Head
C.B. Head & Base
ti 11 11 ((
Straight
Length Dist. o. to o.
4 Hole SVs"
C.B. Head
Modified for Wedge Joint
4%"
4^"
4^"
4^"
4^"
4^"
4^"
4J4"
MJ'.
97- 98
98- 99
99-100
lOO-lOl
101-102
102-103
103-104
104-105
105-106
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
For 131-lb. RE Rail
Test to be Conducted on the Pennsylvania Raihroad
AREA
Temp. B-19
B-19
B-19
B-19
F-4
F-^
A-39
A-13
B-43
Evertite
Toeless
Angle
H.F. Angle
H.F. Toeless
Straight
C.B. Head & Base
II a u II
C.B. Head
Straight
C.B. Head & Base
Straight
Hole
41/^"
4^"
41^"
4^"
4"
4"
4"
4^"
4"
All of the rail on which these joints will be applied will be controlled cooled and
all of the rail ends on one rail of the track will be end-hardened.
The test wUl be on tangent track where drainage conditions are uniformly good.
The spacing of ties at the joints will be in accordance with the standard practice of
the railroads on which the test stretches are applied.
Initial measurements will be made of fishing space, joint bar sections and out-to-out
distance between the backs of the joint bars. Periodical measurements will be made to
determine relative wear of joints, rail fishing surfaces, joint deflection, batter at the raD
ends, distance between the backs of joint bars and amount of take-up of the nuts on the
joint bolts.
A separate record should be kept of the cost of lining and surfacing on each of the
stretches of track on which the different types of joints are applied. These cost figures
should cover the entire stretch and not only the region of the joint, as the type of the
joint may have some influence on the conditions throughout the entire length of the rail.
The above is submitted as a progress report with the recommendation that the
subject be continued.
Rail 240
Appendix K
(9) EFFECT OF CONTOUR OF THE HEAD OF RAIL SECTIONS
ON THE WEAR
R. T. Scholes, Chairman, Sub-Committee; W. C. Barnes, A. F. Blaess, C. B. Bronson,
W. J. Burton, J. M. Farrin, F. M. Graham, F. S. Hewes, B. R. Kulp, Wm. Michel,
John V. Neubert, E. E. Oviatt, Louis Yager.
RE 112-lb. RAIL SECTION
In 1933 the Association adopted the RE 112-lb. rail section (1934 Proceedings,
page 875). This new section immediately went into quite general use.
Several roads reported late in 1935 that considerably more flow of metal was occur-
ring on top with beading on gage side of head of the new RE 112-lb. rail section with
24-in. top radius than was the case with previous RE 110-lb. section with 14-in. top
radius. Your Sub-Committee was requested to make a study of the situation and report.
For many years the RE 110-lb. rail section had a 14-in. top radius, with 5^-in.
radius at the corner joining the side. When the RE 112-lb. section was adopted, the top
radius was changed to 24-in. followed by a 1-inch radius and a %-inch radius at the
corner, in an effort to widen the area of contact between rail and wheel and to relieve
the pressure along the edge.
Considerable data has been accumulated from many roads bearing on this question
and pointing to the following general conclusions:
(1) It is difficult for the mills to accurately control the specified top radius,
resulting in considerable variation.
(2) A large proportion of the RE 112-lb. rail in service was rolled with top radius
of from 14 in. to 16 in. instead of 24 in. as called for on the standard section.
(3) Where approximately 24 in. top radius was rolled, the rail when first laid
showed considerable crosswise flow of metal and corner beading, due to cold rolling of
the wheels. Pressure was concentrated along the edges and a black streak down the
center indicated no bearing along the central portion of the head.
(4) After a few months in service, depending on density of traffic, practically all
rail measured, regardless of initial top contour, showed a radius of about 12 in., indicating
that the top surface had been cold rolled and distorted to fit the average contour of
wheels in service.
(5) Contours were taken of treads of a considerable number of worn wheels which
had reached the limit of tread wear and had been scrapped due to tread being worn
concave to the established limit or other wear conditions. This data disclosed that for
both cast iron and steel wheels the average contour of wheels in service showed a con-
cave tread with a radius of approximately 14 in. In other words, halfway between new
and scrap they were worn concave to a radius of about 14 in.
(6) The concave wear of wheel treads is independent of top of new rail, as the
center of tread naturally tends to wear faster due to oscillations laterally of the wheels.
The middle part of tread is subjected to wear almost constantly and the edges
intermittently.
(7) In an effort to further study top rail head flow and distortion, the Chicago
and Northwestern Railway and Chicago, Burlington and Quincy Railroad placed orders
for their 1936 tonnage of 112-lb. rail in accordance with design attached, marked Ex-
hibit A. This has the 14-in. top radius and •>^-inch corner radius which were in effect
250 Rail
on the old RE 110-lb. section for many years. The Northwestern laid 38,000 tons of
this section and the Burlington 18,000 tons. The results to date have been very favor-
able, there being much less flow of metal and beading reported than was previously the
case with RE 112-lb. section having a nominal top radius of 24 in.
The Committee is of the opinion that rail as rolled should substantially fit the
average contour of wheels in service, in order to facilitate cold rolling with a minimum
displacement of metal and also to insure full bearing on central portion of head.
It is also of the opinion that the 1-inch radius along the edge of the top serves to
relieve the edge from excessive wheel pressure, and should be retained.
Recommendations
It is recommended that revised section shown on Exhibit A be adopted and substituted
ior the present RE 112-lb. section.
• The only change involved is substitution of 14-in. radius for 24-in. radius in the
central portion of top of head and a 5^-inch top corner radius for a %-inch radius.
The physical properties remain practically the same and the total height of rail and
width of head unchanged, so the recommended section and the present standard section
can be interchanged without involving any complications.
RE 131-lb. RAIL SECTION
The Committee is making a further study in regard to the advisability of the top
radius and contour of the head of this rail, and report on the same will be made later.
It is recommended this subject be reassigned.
Rail
251
Exhibit A
i \ f .,
^ i^ 112.3 L5.a|/|"R-
-JQ'[RAD.
, 19"* , _ % 9F- 23" RA_D. _&_ 10 "_RAP.
-1^ NEUTRAL AXIS
CO -i
23" RAD. _ ro
io|aO
19
l._I
AREA: HEAD
WEB
BASE
3.95 SQ. IN. 35.9 7.
Z 11 " • " 25.1 7.
4.29 " " 39.0 %
TOTAL
11.01 " " 100.0 7.
MOMENT OF INERTIA (55.5
SECTION MODULUS, HEAD 18.1
BASE 2 1.8
RATIO M.I. TO AREA 5.9
RATIO 5EC. MOD. TO AREA I . 6
RATIO HEIGHT TO BASE I .20
RATIO BASE TO HEIGHT O.QS
252 Rail
Appendix L
(10) OUTLINE OF COMPLETE FIELD OF WORK OF
THE COMMITTEE
Louis Yager, Chairman, Sub-Committee; W. C. Barnes, A. F. Blaess, Robt. Faries, J. M.
Farrin, F. M. Graham, John V. Neubert, J. C. Patterson, A. N. Reece, R. T. Scholes.
The purpose of the assignment has been construed as not being limited to the devel-
opment of subjects for the ensuing year but rather had a more inclusive scope of sug-
gesting the field of investigation ahead as disclosed by past and current accomplishments,
with particular emphasis on the prospects related to the continuation of well-organized
and financed research as a normal adjunct to the activities of the Rail Committee. In
view of this conception, the subject must be regarded as a continuing one requiring
current progress reports from which the yearly assignments will ensue.
(I) Revision of the Manual
(a) Rail Specifications
(1) Carbon steel, (2) Intermediate Manganese, (3) Alloy Steel, with complete
investigation of metallurgical aspects available from the research in the
field of metal and alloys.
(b) Joint Bar Specifications
(1) Carbon Steel, (2) Heat Treated, (3) Axle Steel Bars.
(c) Track Bolt Specifications
(1) Carbon Steel, (2) Alloy Steel.
(d) Spring Washer Specifications and Methods of Testing
(e) Rail Design
(1) Section, (2) Length, (3) Drilling, with an investigation to determine the
influence of rail drilling on rail failures.
(f) Joint Bar Design
(1) Form, (2) Section, (3) Length, (4) Drilling.
(g) Track Bolts and Nuts — Design
(1) Form, (2) Diameter, (3) Length, (4) Threads, various types,
(h) Spring Washer — Design
(1) Form types, (2) Section, (3) Diameter.
(II) Rail Failure Statistics
(a) Continuation of Previous Statistics.
(b) Devise standard methods of obtaining and recording the data necessary to
determine the relative service life of rail, expressed in proper traffic units for
the purpose of ascertaining the economics of rail related to section, metallurgy,
controlled cooled, normalized, etc.
(III) Details of Mill Practice as Affecting Rail Quality, Collaborating
With Rail Manufacturers' Technical Committee
(a) Develop complete specifications to cover controlled cooled rails to eliminate
shatter cracks — determining,
(1) Upper temperature limits
(2) Removal temperature
(3) Rate of cooling
(4) Inspection procedure
(5) Other conditions, if any.
(b) Determine the metallurgical causes of shatter cracks in rail steel (Hydrogen
theory, etc.) with view of developing means for their prevention.
(c) Develop the advisability of substituting the bend test for the drop test in rail
acceptance and specifications therefor.
(d) Investigate various normalizing processes designed to improve rail quality.
(e) Continued investigation of non-destructive tests for detecting shatter cracks in
rails.
Rail 253
(f) Trace relations between outstanding differences in rail quality and corre-
sponding mill practices.
(g) Stress behavior of rail at low temperatures and the determination of the
influence of temperature ranges on service life of rail.
(h) Field tests of frequency of high wheel loads, including evaluating the effects
of wheel load defects and rolling stock defects.
(i) End-hardening of rail ends as a means for minimizing or eliminating rail
batter.
(1) Metallurgical investigations for mill and field methods of hardening.
(2) Laboratory tests.
(3) Develop specifications in conformity with the desired results covering satis-
factory methods of rail end-hardening both for mill and field practice.
Proper ranges of Brinell hardness.
(IV) Rail End Batter and Correction
(a) Standard methods for measuring and reporting observed batter.
(b) Influence of rail section and rail quality.
(c) Influence of joint gap.
(d) Relation of joint design and maintenance.
(e) Effect of speed wheel loads, etc.
(f) Variations in height of rails — grinding, etc.
(g) Cross grinding or slotting,
(h) Rail end welding practice.
(V) Economic Value of Different Sizes of Rail
(a) Stresses in rail and factors of safety.
(b) Character of traffic.
(c) Relation of other elements of track structure.
(d) Rail quality, elements of design affecting service life.
(e) Relation of rail stiffness and track modulus to service life.
(f) Relation between quality of rail support and maintenance of equipment.
(g) Influence of rail and track stiffness on train resistance and operation.
(VI) Continuous Rail Welding
(a) Consultation with Manufacturers as to processes and methods of welding.
(b) Laboratory and field tests.
(c) Collaboration with Special Committee on Stresses in Railroad Track for stress
behavior, etc.
(d) Collaboration with Committee V — Track, as to fastenings, maintenance, etc.
(VII) Standard Rail Lengths in Excess of 39 Feet
Outline all elements of problem which have an influence on the final conclusion.
(a) Economics from the railroad standpoint, considering also —
(b) Laboratory tests.
(VIII) Evaluation of Joint Bar Designs Through —
(a) Review of designs for improvements.
(b) Laboratory Tests.
(c) Field tests sufficiently extensive to include all determinative elements.
(IX) Intensity of Wheel Pressures
(a) Review previous investigations and determine the advisability of additional
tests in the light of present-day conditions.
(b) The effect of relative hardness of tires and rails on the wear of rails — col-
laboration with Mechanical Division.
(c) Diameter relation and wheel material.
(d) Possible influence of pressures on design of rail head contour as affecting service
life of rail.
(e) Relation to development of exterior progressive detail fractures, "head checks".
(X) Cause and Correction of Rail Corrugations
254 Rail
(XI) Inspection at Mills
(a) Uniformity of inspection rules and instructions for inspection and acceptance
of rails and fastenings.
(b) Outline of an organization to properly conduct complete Inspection.
(XII) Corrosion of Rail and Fastenings
(a) Collaboration with Committee V — Track for methods of economical prevention
or control.
(XIII) Joint Assembly Functions
(a) Evaluate the data heretofore developed from stresses in rails and joint bars to
outline —
(1) Proper working limits of bolt tensions to obtain effective service from the
joint bars and permit rail expansion and contraction movements.
(2) The effective range of spring washers or similar elements in the furtherance
of item (1).
(XIV) Reconditioning of Joint Bars
(a) Determination of circumstances which justify the practice.
(b) Reforming.
(c) Welding (1) electric, (2) gas.
(XV) Current Revisions of Rules and Regulations Relating to Rail
This report is submitted as information, and it is recommended that the subject
be reassigned.
€avV^timion
Earl Stimson, Chief Engineer Maintenance, Baltimore and Ohio Railroad, died at
Massillon, Ohio, following a brief illness, on May 27, 1936.
For many years Mr. Stimson served as a member of the Committee on Rail,
becoming its Chairman in 1926, and continued in that capacity until his demise.
Mr. Stimson contributed freely of his time and talents to the work of the Rail
Committee. His associates will miss the inspiration of his high integrity, fine character
and kindly personality. In his death, the Association has lost a valued member and
the Committee a loyal friend.
REPORT OF COMMITTEE IX— HIGHWAYS
J. G. Brennan, Chairman;
P. M. Gault,
Bernard Blum, Vice-
F. D. Batchellor,
R. C. GOWDY,
Chairman;
H. D. Blake,
A. S. Haigh,
W. C. Pinschmidt,
F. J. Blickensderfer,
J. P. Hallihan,
T. M. PiTTMAN,
H. E. Brink,
H. A. Hampton,
L. J. Riegler,
H. B. Christianson,
W. J. Hedley,
Frank Ringer,
S. N. Crowe,
A. G. Holt,
H. M. Shepard,
L. B. CURTISS,
C. D. HORTON,
F. P. SiSSON,
A. T. Danver,
Maro Johnson,
F. C. Squire,
A. R. Dewees,
R. B. Kittredge,
W. C. SWARTOUT,
A. F. Dorley,
Geo. a. Knapp,
C. A. Taylor,
G. N. Edmondson,
A. E. Korsell,
A. H. Utter,
C. F. Edwards,
W. S. Lacher,
V. R. Walling,
P. W. Elmore,
Fred Lavis,
R. F. Wood,
H. L. Engelhardt,
E. R. Lewis,
Leroy Wyant,
H. W. Fenno,
E. E. Mayo,
W. L. Young,
L. C. Frohman,
G. P. Palmer,
Committee.
To the American Railway Engitieering Association:
Your Committee respectfully reports on the following subjects:
(1) Revision of Manual (Appendix A). Progress in study. Recommended con-
clusions for publication in the Manual.
(2) Economic aspects of grade crossing protection in lieu of grade separation.
Progress in study — no report.
(3) Design and specifications for highway crossings at grade over railway tracks,
both steam and electric, collaborating with Committee I — Roadway, and with American
Society of Municipal Engineers, and American Transit Association (Appendix B).
Progress in study. Recommended conclusions for publication in the Manual.
(4) Comparative merits of various types of grade crossing protection, collaborating
with Committee X — Signals and Interlocking, and with Signal Section, Safety Section
and Highway Research Board. Progress in study — no report.
(5) Difference in costs of highways of various types due to different weights and
lengths of trucks. Progress in study — no report.
(6) "Gates-Not- Working" and "Watchmen-Not-on-Duty" Signs (Appendix C).
Complete, with recommended conclusions for publication in the Manual.
(7) Method of classifying grade crossings with respect to hazard. Progress in
study — no report.
(8) Barrier type of grade crossing protection, including automatic gates, collaborat-
ing with Signal Section (Appendix D). Progress in study. Presented as information.
(10) Outline of complete field of work of the Committee (Appendix E). Progress
in study.
The Committee on Highways,
J. G. Brennan, Cha'iman.
Bulletin 391, November, 1936.
255
256 Highways
Appendix A
(1) REVISION OF MANUAL
P. M. Gault, Chairman, Sub-Committee; Bernard Blum, H. E. Brink, A. R. Dewees,
P. W. Elmore, A. S. Haigh, H. A. Hampton, Maro Johnson, R. B. Kittredge, E. R.
Lewis, E. E. Mayo, G. P. Palmer, T. M. Pittman, Frank Ringer, C. A. Taylor
Leroy Wyant,
At highway-railroad grade crossing where, because of local conditions, it is not
practical to place the crossing sign on a post, it may be suspended. The sign may be
used with or without reflecting units as conditions require. The following drawings
are submitted:
Method of Mounting 90-degree Railroad Crossing Sign when suspended
over highway
90-degree sheet steel Crossing Sign assembly for suspension over highway
90-degree sheet steel Crossing Sign details for suspension over highway
90-degree sheet steel Crossing Sign details for suspension over highway
90-degree reflector Crossing Sign assembly for suspension over highway
90-degree reflector Crossing Sign details for suspension over highway
Conclusion
Recommended for publication in the Manual.
Highways
257
258
Highways
(ORDER BY LETTER, FINISH OPTIONAL)
A- RAILROAD CROSSING SIGN COMPLETE, SYNTHETIC ENAMEL FINISH
B- RAILROAD CROSSING SIGN COMPLETE, VITREOUS ENAMEL FINISH
note:
bolts, nut^
steel wi^shers,
— ' e+^0LE"
-If;-
,V'^'
r* r AND SPKICERS,
nit I
SHALL BE CAD-
-{■ i MIUM PLATED,
tjii^. I STRAPS AND
t 1 BRACKETS SHALL
BE GIVEN A COAT
OF PRIMER.
4^
STRAP A" WITHOUT HOLE A
STRAP "B" WITH HOLE "A"
(O-H. steel)
SCALES OF INCHES
^IV
90 SHEET STEEL CROSSING SIGN ASSEMBLY
FOR SUSPENSION OVER HIGHWAY
I I I I I I I I ~r
Highways
259
SHEET STEEL CROSSING SIGN DETAILS
FOR SUSPENSION OVER HIGHWAY
260
High ways
LEAD WASHERS
PLAIN WASHER
-7 X X STO. SO. HD. BOLT AND SO. NUT
BRACKET DETAIL
PLAIN WASHER
|"x 2^" STD. SQ. HD
BOLT AND HEX. NUT
i SECTION SPRING WASHER
LEAD WASHERS
SECTION A-A
-jITu-
-i«.
1v
WASHER
(LEAD)
I ■ ■ I I
I I I I
SCALES OF INCHES
90* SHEET STEEL CROSSING SIGN DETAILS
FOR SUSPENSION OVER HIGHWAY
Highways
261
(ORDER BY LETTER, FINISH OPTIONAL)
A-REFLECTOR RAILROAD CROSSING SIGN COMPLETE, SYNTHETIC ENAMEL FINISH
B- REFLECTOR RAILROAD CROSSING SIGN COMPLETE, VITREOUS ENAMEL FINISH
,f-nNC-2
PLAIN WASHER
BOLT
O.-M. STEEL -CADMIUM PLATED
SUPPORTING PLATE
(O-H STEEL)
2 3
SCALES OF INCHES
90 REFLECTOR CROSSING SIGN ASSEMBLY
FOR SUSPENSION OVER HIGHWAY
I I I Z
I I I I I I
262
Highways
90* REFLECTOR CROSSING SIGN DETAILS
FOR SUSPENSION OVER HIGHWAY
I I I I I I I I-
Highways 263
Appendix B
(3) DESIGN AND SPECIFICATIONS FOR HIGHWAY CROSSINGS
AT GRADE OVER RAILWAY TRACKS, BOTH STEAM AND
ELECTRIC
V. R. Walling, Chairman, Sub-Committee; F. C. Batchellor, F. J. Blickensderfer, H. B.
Christiansen, L. B. Curtiss, G. N. Edmondson, C. F. Edwards, P. W. Elmore, H. W.
Fenno, P. M. Gault, R. C. Gowdy, J. P. Hallihan, H. M. Shepard, W. L. Young.
SPECIFICATIONS FOR THE CONSTRUCTION OF PRE-CAST CONCRETE
SLAB CROSSINGS
General
1. These Specifications cover the use of pre-cast concrete slab in the construction
of this type crossing. The Specifications must be carried out in detail and with good
workmanship.
Track Structure — Width of Crossing and Approaches
2. Track Structure, width of crossing and approaches, shall be designed and con-
structed in accordance with the standard specifications covering this work for street
crossing over railway tracks, both steam and electric (see American Railway Engineer-
ing Association 1934 Proceedings, Vol. 35, page 563— Report of Committee IX — Grade
Crossinp).
Design, Materials and Installation
3. Slabs shall be rated on the following loading basis.
Loading
(a) American Association of State Highway Officials H-IS loading for truck tram
with maximum axle load of 24,000-lb. for general roads and highways.
(b) American Association of State Highway Officials H-20 loading for truck train
with maximum axle load of 32,000-lb. for metropolitan area.
Design
The units shall be designed to sustain a concentrated wheel load of one-half of the
above axle loading, placed so as to produce maximum stresses, with distribution in the
direction of traffic equal to width of slab, but not in excess of 17 inches, and no dis-
tribution at right angles to traffic; with 50 per cent impact in both moment and shear
at stresses not greater than two-thirds of the elastic limit of the reinforcement, and two-
thirds of the ultimate strength of the concrete at 28 days. Slabs intended for support
on more than two ties shall be designed to meet the above requirements with one of
the intermediate ties not in bearing. Covering of reinforcement shall be not less
than }i inch.
Armor
When specified, all exposed edges of slabs shall be armored. Where armored slabs
are used in track circuit territory they shall be insulated from the rail and rail
fastenings.
Flangeways
An opening not less than 2J^ in. wide and 2 in. deep shall be provided for flange-
ways on the gage side of running rails. This may be accomplished by shaping the
edge of slab or by use of flangeway blocks.
Flangeway blocks shall be shaped to contour of rail section and of proper depth to
fit securely under rail head. Adequate means shall be provided to hold blocks securely
in place.
264 Highways
Outside of Rail Head
On the outside of head of running rail the top of slab shall be ^ inch below top of
rail for a distance of not less than 3 in.
Filler blocks may be used on outside of running rail. Filler blocks shall be not less
than 3 in. in width from side of rail head to face of slab, shaped to contour of rail
section and depth required, so that top of filler will be not less than ^ inch below top of
rail. Adequate means shall be provided to hold blocks securely in place.
Anchorage
To prevent longitudinal movement of slabs, suitable anchorage shall be provided,
such as by one of the following means:
(1) Each slab shall be fastened to the ties by two % inch countersunk lag screws,
one in each end of slab.
(2) Track spikes shall be so driven into the ties as to bear against outside end of
each end slab and left protruding 1 in. above bottom of slab.
(3) Slabs shall be constructed so that they will extend a minimum of 14 inch below
top of tie and bear against sides of tie.
To prevent lateral movement, all slabs adjacent to the running rails shall bear
against the rail or flangeway, blocks shall be provided between slab and web of rail.
Variable Depth
In order to bring top of slab to proper elevation, the thickness of slab may be
increased or shims may be used.
Beveled End Slabs
To protect end of crossing from dragging equipment, outer end of all end slabs
shall be beveled not more than 45 deg. with the horizontal with an end thickness of
3 in. A beveled strip of wood 3-in. by 3-in. shall be applied against the beveled end
of slab and spiked to the tie.
Concrete
Concrete shall conform to American Railway Engineering Association Specifications
for Reinforced Concrete, with a minimum compressive strength of 6000 lb. per sq. in. in
28 days. It shall be thoroughly compacted in the molds and around the reinforcement.
Steel
Steel for reinforcement shall conform to the American Railway Engineering Asso-
ciation Specifications for Billet Steel Concrete Reinforcement Bars.
Bars shall be thoroughly cleaned and free from rust and shall be carefully placed
and effectively secured so that specified covering shall be provided.
Ties
Straight, sawed and treated ties 7-in. by 9-in. by 8-ft. 6-in. long shall first be
installed in the track to provide full even bearing on each supporting tie for the slabs
when placed.
Ties shall be laid at right angles to the running rails and spaced exact distance center
to center as required, to provide even bearing of half the width of the tie for the
adjacent ends of slabs. Care shall be taken in placing ties and slabs to see that such
bearing is obtained.
The top surface of slabs shall be as nearly as practicable in the same plane as tops
of running rails. Wooden shims suitable for the purpose, and of the same width as the
face of the tie, shall be installed where the thickness of the slabs is less than the height
of the rail. Care must be taken in placing and securing these shims on the ties to
insure a true and even bearing surface for the slabs.
Highways 265
Flangeway and Filler Blocks, Shims and Beveled Strips
Where wood flangeway and filler blocks, shims and beveled strips are used, they
shall be of treated hardwood suitable for the purpose, with treatment to conform to
American Railway Engineering Association Specifications for the Preservative Treatment
of Wood.
Elevation Top of Rah, and Pavement
The final elevation of top of rail shall be even with the highway pavement. If
pavement adjacent to the track is of concrete, a space of at least 2-in. shall be pro-
vided between outer edge of concrete slabs and the pavement, in which shall be placed
a bituminous felt strip 2 in. in thickness for the full depth and width of the pavement.
If pavement is of construction other than concrete, a 4-in. by 18-in. creosoted timber
header shall be placed on edge the full length of crossing to retain pavement, with the
same spacing and application of felt strip as for concrete pavement.
Conclusion
Recommended for publication in the Manual.
Appendix C
(6) "GATES-NOT-WORKING" AND "WATCHMAN-NOT-
ON-DUTY" SIGNS
Maro Johnson, Chairman, Sub-Committee; H. D. Blake, S. N. Crowe, A. T. Danver,
A. F. Dorley, L. C. Frohman, P. M. Gault, A. S. Haigh, W. J. Hedley, A. G. Holt,
A. E. Korsell, E. R. Lewis, G. P. Palmer, W. C- Pinschmidt, T. M. Pittman, F. C.
Squire, W. C. Swartout, Leroy Wyant, W. L. Young.
The Sub-Committee has developed drawings for "Gates-Not-Working" and "Watch-
man-Not-on-Duty" Signs:
Reflector "Watchman-Off-Duty" Sign
Reflector "Watchman-Off-Duty" Sign assemblies
Reflector "Gates-Not-Working" Sign
Reflector "Gates-Not-Working" Sign assemblies
Cover Plates for Signs
Conclusion
Recommended for publication in the Manual.
266
Highways
C-2
REFLECTOR WATCHMAN OFF DUTY SIGN
Highways
267
A -WATCHMAN OFF DUTY SIGN COMPLETE, SYNTHETIC ENAMEL FINISH
B- WATCHMAN OFF DUTY SIGN COMPLETE, VITREOUS ENAMEL FINISH
FOR MOUNTING ON PIPE
BOLT AS REQUIRED
-^^-L
-H-^
C-WATCHMAN OFF DUTY SIGN COMPLETE, SYNTHETIC ENAMEL FINISH
D- WATCHMAN OFF DUTY SIGN COMPLETE, VITREOUS ENAMEL FINISH
FOR MOUNTING ON WOOD POST
0 3 6 9 12 IS 18
1 I -I I \ I I I I
SCALE IN INCHES
(ORDER BY LETTER, FINISH OPTIONAL)
REFLECTOR WATCHMAN OFF DUTY SIGN ASSEMBLIES
268
Highways
Highways
269
C->-
[Qppi
I X 2 STO.
MACHINE BOLT,
ADAPTER CLAMP
X.,
A-GATES NOT WORKING SIGN COMPLETE, SYNTHETIC ENAMEL FYNISH
B-GATES NOT WORKING SIGN COMPLETE, VITREOUS ENAMEL FINISH
FOR MOUNTING ON PIPE
-j-f— r
I ,1
I L
I BOLT AS REQUIREO-
Sol /o\ IQOOI o
(OOOl
or
C- GATES NOT WORKING SIGN COMPLETE, SYNTHETIC ENAMEL FINISH
D-GATES NOT WORKING SIGN COMPLETE, VITREOUS ENAMEL FINISH
FOR MOUNTING ON WOOD POST
0 3 6 9 12 15 le
1 1 r I I I 1 1 :
SCALE OF INCHES
(ORDER BY LETTER, FINISH OPTIONAL)
REFLECTOR GATES NOT WORKING SIGN ASSEMBLIES
270
Highways
jlx I J FLAT STEEL HANGERS,
BENT TO FIT SIGN ■
FELT CUSHIONS
RIVETED TO
HANGERS & SPACERS
NO. 18 U.S. STO.
GAUGE SHEET
STEEL (.050")
A-
B-
COVER PLATE FOR GATES NOT WORKING SIGN L =2-9
COVER PLATE FOR WATCHMAN OFF DUTY SIGN L = 3- 5"
SCALE OF INCHES
r
u
APPLICATION OF COVER PLATE TO SIGNS
COVER PLATES FOR SIGNS
I I I I I I I I
Highways 271
Appendix D
(8) BARRIER TYPE OF GRADE CROSSING PROTECTION,
INCLUDING AUTOMATIC GATES
Bernard Blum, Chairman, Sub-Committee; F. J. Blickensderfer, A. R. Dewees, A. F.
Dorley, H. L. Engelhardt, H. W. Fenno, J. P. Hallihan, H. A. Hampton, W. J.
Hedley, Geo. A. Knapp, A. E. Korsell, W. S. Lacher, G. P. Palmer, W. C. Pinschmidt,
L. J. Riegler, Frank Ringer, W. C. Swartout, W. L. Young.
REQUISITES FOR AUTOMATIC GATES
1. An electrically-operated automatic gate used for the protection of highway
traffic at railroad grade crossings shall present toward the highway, when indicating the
approach of a train, the appearance of horizontal arms extending across the highway,
with flashing red lights on the gate arms.
2. The automatic gate arms, when not indicating the approach of a train, shall be
rabed and not obstruct or interfere with highway traffic.
3. A highway crossing bell not less than eight (8) or more than twelve (12) inches
in diameter, may be mounted on a post adjacent to the crossing.
4. The automatic gate arms shall be mounted on posts or housings containing the
arm operating mechanism located preferably between the sidewalk line and highway.
5. The design of the gate operating mechanism shall be such as to insure proper
operation during wind, snow, and sleet storms and extreme low temperatures. The
gate arms shall be mechanically locked in the raised and lowered positions, and if out
of order such condition shall be indicated to the highway traffic.
6. The operation of the gate mechanism shall be so designed that if the arms,
while being lowered, strike an object in the downward path they will readily stop. The
arms shall be so arranged that if a vehicle is entrapped between the lowered gates it
may proceed off the crossing.
7. The circuits for the operation of the control devices of the automatic gate shall
be designed in accordance with the normally closed circuit principle. Operating circuits
of the gate mechanism shall, as nearly as possible, be on the normally closed circuit
principle.
8. The automatic devices used to indicate the approach of trains shall so indicate
for not less than 25 seconds before the arrival of the fastest train operated over the
crossing; and shall be so arranged that the automatic gate arms will remain down until
the rear of the train has cleared the crossing.
9. When an approaching train enters the circuits of the control devices of the
automatic gate, the crossing bell and flashing lights shall start to operate; the bell to
continue to operate until the gate arms are down; and the flashing lights will continue
to operate while the gate arms are lowering, are in the down position, and until the
gate arms are fully raised after the rear of the train has passed the crossing.
10. The operating time of the crossing gate mechanism shall be such that the gate
arms will move from the normal vertical position to the lowered position, across the
highway at least ten (10) seconds before the arrival of the fastest train operated over
the crossing. The gate arms shall operate from the lowered to the raised position in not
more than eight (8) seconds.
11. The automatic gate arms shall be painted on all sides with alternate diagonal
stripes of white and black.
12. The red lights on the gate arms shall shine along the highway, one light for
each lane of traffic for the leaving side.
13. Lights on the same side of the crossing shall flash alternately. The number of
flashes per minute of each light shall be 30 minimum, 45 maximum.
14. Lamp units shall conform to AAR Signal Section standards.
Conclusion
Offered as information.
272 Highways
Appendix E
(10) OUTLINE OF COMPLETE FIELD OF WORK
OF THE COMMITTEE
J. G. Brennan, Chairman, Sub-Committee; entire Committee.
The outline of complete field of work of Committee IX — Highways, includes in a
broad sense the following:
(1) Highway-Railroad Grade Crossings
(a) Construction
(b) Maintenance
(c) Laws pertaining thereto
(2) Highway-Railroad Grade Crossing Protection
(a) Construction
( b ) Maintenance
(c) Operation
(d) Laws pertaining thereto
(3) Highway-Railroad Grade Crossing Eliminations
(a) Construction
(b) Maintenance
(c) Reconstruction
(d) Laws pertaining thereto
(4) Private Grade Crossings
(a) Construction
(b) Maintenance
(c) Protection
(d) Laws pertaining thereto
(5) Highways
(a) Construction
(b) Maintenance
(c) Financing
(d) Use in relation to other forms of transportation
Under each general subject the study should include:
(a) Revision of Manual
(b) Adherence to recommended practice
(c) Progress in the science and art
(d) Outline of work
Conclusion
Submitted as information.
REPORT OF COMMITTEE VI— BUILDINGS
O. G. Wilbur, Chairman; E. A. Harrison, A. B. Stone, Vice-
G. A. Belden, a. T. Hawk, Chairman;
Eli Christiansen, E. G. Hewson, L. H. Laffoley,
H. M. Church, C. D. Horton, E. K. Mentzer,
a. C. Copland, Neal D. Howard, G. A. Rodman,
W. T. Dorrance, J. J. Hurley, C. H. Sandberg,
E. A. Dougherty, A. C. Irwin, L. W. Smith,
Hugo Filippi, F. R. Judd, A. L. Sparks,
J. N. Grim, Committee.
To the American Railway Engineering Association:
Your Committee respectfully presents its report herewith on the following subjects:
(1) Revision of Manual (AppendLx A). It is recommended that the report on
this subject as herein submitted be approved and the Manual revised in accordance
therewith. The Committee has actively engaged in a study of a revision in the Steel
Specifications for Railway Buildings, giving consideration to the higher unit stresses
in steel of current production. The Committee offers this year merely a statement of
progress on this subject.
(2) Preparation of specifications for railway buildings (Appendix B). It is
recommended that the specifications be adopted for publication in the Manual.
(3) Influence of the design of buildings on fi'e insurance rates (Appendix C).
The report on this subject is offered as information, with the recommendation that the
subject be discontinued.
(4) Determination of the destructible value of structures which can be collected
in case of fire. A complete report on this subject was submitted in 1936 as information
and criticism invited. It is recommended the conclusions found in that report be
included in the Manual and the subject discontinued.
(5) Different types of paint and their economical selection, collaborating with
Committee XV — Iron and Steel Structures (Appendix D). It is recommended the report
be accepted as information and the subject discontinued.
(6) Air conditioning of buildings:
(a) For use by passengers and employees.
(b) For storage and treatment of fruit and produce.
Progress in study — no report.
(7) Type of foundation best suited for railway buildings. Progress in study — no
report.
(8) Study of improved wearing surface for platforms:
(a) For heavy pedestrian traffic.
(b) For heavy traffic freight transfer platform.
Progress in study — no report.
(9) Design of small cold storage plants for railway use (Appendix E). It is
recommended the report be accepted as information and the subject discontinued.
(10) Design of railway buildings to withstand earthquake shocks. Progress in
study — no report.
(11) Stockpens (Appendix F). It is recommended the report be accepted as
information and the subject discontinued.
(12) Subject was withdrawn May 21, 1936.
(13) Outline of complete field of work of the Committee (Appendix G). It is
recommended the report be accepted as information.
The Committee on Buildings,
O. G. Wilbur, Chairman.
Bulletin 391, November, 1936. *
273
274 Buildings
Appendix A
(1) REVISION OF MANUAL
G. A. Belden, Chairman, Sub-Committee; W. T. Dorrance, F. R. Judd, C. H. Sandberg.
The Committee recommends that the following revisions be made in the 1929
Manual.
FREIGHT HOUSES
Page 268 — 1929 Manual. Amend second paragraph to read as follows:
Materials
In general this type of freight house should be built of fire-resistive materials
throughout. Where economy in the initial investment makes necessary the use of frame
buildings, these should have filled floors between masonry foundation walls and the
superstructure should be designed to conform as nearly as possible with slow-burning
construction.
Fire Walls
Where fire walls are necessary they shall conform with the requirements of the
National Board of Fire Underwriters and local building codes for thickness and heights
and shall have tees at the ends with fireproof aprons opposite the tees, where the house
has combustible side platforms. In frame buildings fire walls should be spaced not
more than 200 feet apart, and in fire-resistive buildings the spacing of fire walls shall
be in accordance with the limits fixed by local codes or the Underwriters' requirements.
Openings in fire walls should be as limited in number as is consistent with operating
conditions. No opening shall have an area greater than 80 square feet, and each opening
shall be equipped on each side with standard automatic fire doors.
ROOFINGS
Page 280 — 1929 Manual. Substitute the following for corresponding matter:
Built-up Roofs
The built-up roof is especially adaptable and valuable for flat surfaces, and for best
results should be surfaced with crushed stone, gravel or crushed slag. When laid with
high melting point bitumens and properly secured to the roof decks, these roofs may be
used on decks having slopes up to 6 inches per foot. On the steeper slopes only crushed
stone or slag should be used for the surfacing material. Such roofs are more difficult
to apply and the results are less certain when used on the steeper slopes. The service
of such roofs will be directly proportional to the grades and quantities of materials and
the quality of workmanship put in them.
Built-up roofs may be divided into three general types, based on the materials used:
1. Pitch and Felt. — This type of roof is built up of alternate layers of tar
saturated rag felt, cemented together with coal tar pitch and coated with crushed stone,
gravel or slag bedded in a poured coating of pitch. When laid with five plies of felt
and the proper quantity of pitch, such roofs will last twenty years or longer without
attention. Although brittle in cold weather, pitch softens under ordinary summer
temperatures and the layers gradually become thoroughly cemented together. This type
of roof cannot be used without the mineral surfacing, which keeps the pitch from run-
ning in warm weather and protects it from the direct rays of the sun. Until recently
this type of roof was hmited to use on roof decks having slopes of not more than
2 inches per foot, but properly blended high melting pitch is now available for use on
slopes up to 6 inches per foot.
2. Asphalt and Rag Felt. — ^This type of roof is built up of alternate layers of
asphalt saturated rag felt cemented together with asphalt and may or may not be sur-
faced with mineral. For best results and long life it should be so surfaced, and for
Class A Underwriters' rating it must be surfaced with mineral. Asphalt should be care-
fully selected and the use of the inferior grades, which soon become brittle and crack,
should be avoided. When laid with a carefully selected grade of well-blended asphalt
Buildings 275
and with equal quantities of felt these roofs with mineral surfaces should have a life
equal to that of the pitch and felt roofs. Great care is necessary in laying these roofs
to see that each layer of felt is laid in the asphalt while it is still hot, as under ordinary
conditions the asphalt will not soften enough to cement the sheets of felt together after
it has once cooled. For this reason some of the roofing manufacturers are recommending
the use of cold liquid asphalt as the cementing material instead of hot asphalt.
3. Asphalt and Asbestos Felts. — This type of roof is built up of alternate layers
of asphalt impregnated asbestos felt cemented together with either hot asphalt or cold
liquid asphalt, and may be coated with asphalt on the surface or finished with a special
asbestos cap sheet. These roofs do not require a mineral surfacing for the Class A
Underwriters' rating and are best adapted for roof decks having steep slopes, although
they may be laid with equal success on flat decks.
When laid with proper weights and grades of felt and asphalt, this type of roof
can be expected to give good service over a long period of years. Where the roof is
finished with a surface coating of asphalt it is sometimes necessary to recoat the surfaces
at periodic intervals, especially in the Southern territory.
Before laying this type of roof, care should be taken to see that the roof deck is
absolutely dry; otherwise there is a possibility of vapor pockets forming under the
roofing, which will produce bulging and possibly cracking of the felts.
There are many other types of built-up roofs, which are modifications of the types
described above, in which methods of laying and quantities of materials used are
modified to meet special conditions, such as lower first cost, special shapes of roof
decks, etc.
Built-up roofs in which the cementing material is a vegetable gum are also available,
and are known to have given service equal to that of the pitch and asphalt roofs, when
laid in the same manner and with equivalent quantities of materials.
SPECIFICATIONS FOR RAILWAY BUILDINGS
Section 2
EXCAVATION, FILLING AND BACKFILLING
Page 294—1929 Manual:
14. Pile Foundations
Substitute the following for the second sentence in the second paragraph:
Piles shall be driven by a steam or drop hammer to refusal, or until the penetra-
tion obtained by a 3000-pound hammer falling IS feet (or by a hammer and fall pro-
ducing the same mechanical effect) does not exceed 5-2 inch per blow for the last five
blows.
Section 11
SHEET METAL WORK
Page 328 — 1929 Manual. Amend second paragraph to read as follows:
2. Materials
Sheet metal work shall be copper, galvanized iron or lead as shown on the drawings
or specifically called for in the contract.
Copper. — Copper sheets shall be rolled from copper conforming to ASTM Speci-
fications B-4, as revised to date and shall be branded with the weight and manufacturer's
name. Copper flashings, valleys, eave strips and roof pans shall be 16-ounce soft rolled
copper, unless otherwise indicated."
Copper rain conductors, eave troughs, moulded and hanging gutters and conductor
heads shall be 16-ounce cold rolled or hard copper.
Copper cornices shall be 20-ounce cold rolled or hard copper.
Galvanized Iron. — Galvanized iron shall be 24 gage of one of the following brands:
or
Lead. — Lead used for sheet metal work shall be 6-pound rolled sheet lead.
Solder. — Solder shall be composed of one-half pig lead and one-half block tin (new
metals) and shall conform to ASTM Specification B-32.
276 Buildings
Section 12-B
ORNAMENTAL AND MISCELLANEOUS METAL WORK
Page 40, Bulletin 327, Supplement to Manual. Substitute for corresponding matter
in fifth line:
Aluminum Alloy, 2 per cent to 7 per cent, manganese
copper, iron, etc 9.000 9.000 6.000 10.000
Section 13
CARPENTRY AND MILL WORK
Page 355, 1929 Manual. Insert a new paragraph No. 6 and renumber the succeeding
paragraphs.
6. Termite Shields
Before sills and joists are set on the foundation piers or walls, the tops of these
piers or walls shall be covered with metal termite shields as shown on the plans.
Section 14
LATHING AND PLASTERING
Page 360, 1929 Manual. Substitute for the corresponding sentence in paragraph 1,
the following:
Under this heading shall be included all metal furring and cross furring, all
wood, metal and gypsum lathing, all plain and ornamental plastering and all
stucco work.
Page 361. Insert a new paragraph No. 5 and renumber the succeeding paragraphs.
5. Gypsum Lath. — Gypsum lath shall be }i inch thick, of a brand approved by
the Engineer and shall conform to ASTM Specifications C-37 as revised to date.
Nails for applying gypsum lath shall he VA inch X 13 gage, with 5/16 inch heads,
blued or painted.
Gypsum lath shall be applied with broken joints on studding, furring and joists,
and boards shall be closely fitted together at all angles. Perpendicular joints shall not
occur on opposite sides of the same stud. Lath shall be nailed with three nails along
each 16 inch edge and one nail at each bearing along each longitudinal edge. Nails
shall be kept at least }i inch and not more than % inch from edges of the board.
When used over metal furring, joists or studs, gypsum lath shall be attached by
approved metal clips.
Provide metal fabric over all joints and in all angles fastened with staples and
install metal corner beads on all external corners.
Appendix B
(2) PREPARATION OF SPECIFICATIONS FOR
RAILWAY BUILDINGS
F. R. Judd, Chairman, Sub-Committee; H. Filippi, A. C. Irwin, L. W. Smith.
The Committee submits for publication in the Manual the following specification;
Section 30-G — Reinforced Brick Masonry Chimney
This specification was previously published as part of Appendix B, pages 588 to 593,
both inclusive, of Bulletin 373, January, 1935, and has been revised in line with
comments and criticisms since received.
Buildings 277
There is also submitted for publication in the Manual the following specification:
Section 26-C — Cement Grouted Macadam Platforms, Floors, Pavements and
Pavement Bases
This specification was previously published as part of Appendix B, pages 281 to
286, both inclusive, of Bulletin 382, December, 1935, and has been revised in line with
comments and criticisms since received.
SPECIFICATIONS FOR RAILWAY BUILDINGS
Section 30-G
REINFORCED BRICK MASONRY CHIMNEY
1. General
The Contractor shall completely design and shall furnish all labor, material, tools
and equipment and construct a self-supporting reinforced brick masonry chimney of the
height and diameter as shown on drawings and as specified.
2. Design
The chimney shall be entirely self-supporting and independent of any building. The
chimney shall be designed and constructed to withstand a horizontal wind pressure
from any direction of twenty-five (25) pounds per square foot uniformly distributed
over the entire vertical projection of the chimney and also to withstand the total weight
of the structure and the stresses caused by temperature changes.
The walls shall be not less than eight (8) inches thick at the top and shall increase
by offsets to a thickness at the bottom which will be required to withstand the forces
within the specified stresses.
The successful Contractor shall submit to the Engineer for his approval and before
starting work, a complete set of his detailed calculations of the design of the chimney.
The chimney and its foundation shall be designed so that the following unit stresses
shall not be exceeded:
3. Unit Stresses
Brick masonry, direct tension None
Brick masonry, diagonal tension 25 lb. per sq. inch
3000 lb. brick masonry, compression extreme fiber, bending 500
2500 lb. brick masonry, compression extreme fiber bending 450
2000 lb. brick masonry compression extreme fiber bending 400
Brick masonry in shear 40
Steel, in tension (intermediate grade) 18000
Bond, deformed bars 100
Ratio, moduli of elasticity 15
Bearing on soils — load to be determined by local conditions.
Bearing on piles — load to be determined by local conditions.
4. Foundation
The foundation shall be designed to carry the chimney and all loads. It shall be
so proportioned that the resultant of all forces will fall within such area that no tension
or uphft will occur at the bottom surface of the foundation. Where piles are used, they
shall conform to the specifications of the American Railway Engineering Association.
5. Excavation
All excavation and backfilling shall comply with Section 2, Standard Specifications
for Excavation, Filling and Backfilling.
6. Brick Masonry
All materials used shall comply with the following requirements. Brick masonry
for the walls of the chimney shall have a compressive strength of 3000 pounds per
square inch and the brick masonry for the foundation shall have a compressive strength
of 2000 pounds per square inch. All compressive strength tests shall be made in
accordance with paragraph 12.
278 Buildings
(a) Brick
All bricks used, if of clay or shale, shall preferably be side-cut. All bricks used
shall at least conform to the requirements shown in the following table:
Required Strength of Brick
Part Compressive Strength Modulus
of Lb. per Sg. In. of
Structure Brick Tested Flatwise Rupture
Individual Average Individual Average
Minimum 5 Specimens Minimum 5 Tests
Not less than 600 lb.
Walls 5000 lb. 6000 lb. 450 lb. or over
Not less than 500 lb.
Foundation 3500 lb. 4000 lb. 400 lb. or over
(b) Cement
Portland Cement shall conform to the Standard Specifications for Portland Cement
of the American Railway Engineering Association. No natural or other so-called
masonry cements shall be used.
(c) Lime
Quick lime, if used, shaU conform to the current specification for quick lime for
structural purposes of the American Society for Testing Materials, Serial Designation C5.
Hydrated lime, if used, shall conform to the current specification for hydrated lime
for structural purposes of the American Society for Testing Materials, Serial Designation L.6.
(d) Sand
All sand used for mortar shall be clean, washed, hard and well graded and shall
contain not more than 3 per cent by weight of such organic impurities as loam, clay,
mica, etc., determined by decantation, and shall be tested for such impurities in accord-
ance with the current Standard Methods of Tests of the American Society for Testing
Materials, Serial Designations C40 and D136. Mortar sand shall be free from salt,
alkalies and other deleterious substances. The sand shall have a fineness modulus ranging
between 2.00 and 2.50. In general, a sieve analysis shall show the sand to come within
the following limits:
Passing a No. 8 sieve 100 per cent
"No. 50 " 30 per cent
" " No. 100 " not over 10 per cent
(e) Water
Water shall be free from acids, alkalies, oil and all other impurities.
(f) Reinforcing Steel
Reinforcing steel shall conform to the standard specifications for billet steel concrete
reinforcing bars of the American Railway Engineering Association.
(g) Mortar Color
Where mortar color is specified, only pure mineral color shall be used. No mortar
color shall be used except by permission of the Engineer.
(h) Integral Waterproofing
No waterproofing materials shall be added to the mortar except by permission of
the Engineer.
(!) Anti-Freeze Compounds
No anti-freeze liquid, salt or other substance shall be used in mortar except by
permission of the Engineer.
7. Proportioning and Mixing of Mortar
(a) All mortar used shall be mixed by volume in the proportion of one (1) part of
Portland cement, one-half (^) part of slaked quick lime putty or of soaked hydrated
lime putty and three (3) parts of sand. No lime putty shall be used which has not
been slaked or soaked at least twelve (12) hours before being mixed into the mortar.
All mortar shall be mixed with a minimum amount of water consistent with maximum
density and workable plasticity.
Buildings 279
(b) The method of measuring mortar materials shall be such that the specified
proportions thereof can be controlled and accurately maintained at all times.
(c) All mixing of mortar shall be done in a mechanically operated batch mixer of
the drum type for a period of at least three (3) minutes after all materials for a batch
are in the drum. The drum must be completely emptied before the succeeding batch of
materials is placed therein. Continuous mortar mixers and hand mixing will not be
allowed.
(d) The use of retempered mortar will not be permitted.
8. Brick Laying
(a) Wetting Bricks
All bricks immediately before being laid shall be sprinkled in the stock pile, or else-
where as may be suitable, for not less than five (5) minutes or for such additional
time or wetted in such other manner as the Engineer may decide is necessary to supply
the bricks with sufficient moisture to effect a proper bond between the bricks and mortar.
(b) Mortar Beds and Other Joints
All bricks shall be laid on a full, flat bed of mortar with all head and side or collar
joints completely filled by shoving or by slushing. Sphtting or furrowing of mortar beds
will not be permitted.
(c) Placing Reinforcement
Before mortar is placed under, over or around a bar, such a bar shall be in correct
position and shall be held without movement until the next course of bricks is laid.
The minimum thickness of mortar joints, as related to bar size, shall be as shown in the
following table:
Minimum Mortar
Bar Size Joint Thickness
3/8" or less 1/2"
1/2" S/8"
S/8" 13/16"
3/4" 1"
1" 1-1/4"
(d) Condition of Equipment
All equipment used for mixing or transporting mortar and bricks shall be clean and
free from set mortar, dirt or other injurious foreign substances.
(e) Laying Brick Masonry in Foundations
Before laying bricks in a foundation, a layer of not less than one (1) inch of mortar
shall be spread over the surface of the soil. Immediately thereafter the first course of
bricks shall be laid.
(f) Joining Work
When fresh masonry is to join with masonry that is partially or entirely set, the
exposed joining surface of the set masonry shall be cleaned, roughened and wetted so as
to effect the best possible bond with the new work. All loose bricks and mortar shall
be removed.
(g") Disturbance of Completed Work
When any portion of the chimney has been completed, such work shall remain
undisturbed until thoroughly set, except in the case where work left off at the end of a
day is re-commenced on the following morning, or as soon thereafter as practicable.
(h) Finishing of Work
All brickwork shall be finished in a workmanlike manner with a thickness of joints
and manner of striking or tooling indicated on the drawings or as described in the speci-
fications. All work shall be built true to the dimensions and to the grade shown on the
drawings.
(i) Cleaning and Tuck Pointing
All exterior brick masonry shall be thoroughly cleaned and tuck pointed. If so
specified, a five (S) per cent solution of muriatic acid shall be used for cleaning down,
but this must be followed by copious baths of clean water.
280 Buildings
9. Laying Bricks in Freezing Weather
(a) Protection of Bricks
All bricks delivered for use in freezing weather shall be fully protected immediately
upon delivery by a weather-tight covering such as will prevent the accumulation of
water, snow or ice on the bricks. Loose board covering will not be permitted.
(b) Heating of Sand
All sand shall be heated in such a manner as will remove all frost, ice or excess
moisture. The methods and equipment used shall be of such character as will prevent
the burning or scorching of the sand.
(c) Heating of Bricks
All frosted bricks shall be defrosted by heating to a temperature of approximately
180 degrees Fahr.
(d) Heating of Water
During freezing weather, or when so directed by the Engineer, all water used shall
be heated lo a temperature of approximately 180 degrees Fahr.
(e) Slaking or Soaking of Lime
All slaking of quick lime or soaking of hydrated lime shall be done at a temperature
of at Jeast oO degrees Fahr. and tnis temperature shall be maintained until the
lime is incorporated into the mortar.
(f) Protection of Mortar Against Freezing
After the mortar is mixed, it shall be maintained at such a temperature as will
prevent its freezing. Mortar on the boards shall be kept from freezing at all times and
if necessary the Contractor shall use metal mortar boards equipped with banjo type,
oil or gas, torches.
(g) Enclosures and Artificial Heat
All work under construction shall be protected against freezing for a period of
forty-eight (48) hours by means of enclosurei, artificial heat, or by such other protective
methods as will meet the approval of the Engineer. In general, the methods now com-
monly accepted and used for the p"itection of reinforced concrete construction in
freezing weather shall be used.
10. Bricklaying in Hot Weather
All finished or partly completed work shall be covered or wetted in such a manner
as will prevent too rapid drying of the masonry.
11. Centering
All centering required shall be of sufficient strength and rigidity to carry the super-
imposed loads without settlement or movement. All centering shall be removed at the
rL-k of the Contractor.
12. Compression Tests
(a) Brick Masonry
At least three (3) compression test specimens, each nominally 8 inches square and
16 inches high, shall be made and tested before actual construction is commenced.
These test specimens shall be built up of unselected bricks from the stock pile and laid
in the same mortar mixture and in the same manner proposed to be used on the job.
The specimens shall be moist cured for 27 days, exposed to the atmosphere of the
laboratory for one (1) day and then tested in a vertical position. The average com-
pression strength of such test specimens shall not fall below the requirements of
paragraph 6 according to the allowable unit stress to be used.
In preparing compression test specimen, care shall be taken that the top and bottom
bearing areas are exactly parallel and that the mortar joints do not exceed ^ of an
inch. The method of capping and testing shall be that presented in the current Speci-
fications icr Testing Brick of the American Society for Testing Materials, Serial
Designation C67,
(b) Mortar Cubes
Mortar test cubes shall be 2" X 2" X 2" and shall be tested in accordance with the
current Specifications and Tests for Compressive Strength of Portland Cement Mortar
Buildings 281
of the American Society for Testing Materials, Serial Designation C9. Such cubes shall
develop a compressive strength of at least 900 pounds per square inch at seven (7) days
and 2000 pounds per square inch at twenty-eight (28) days. At least three (3) cubes
shall be made and tested for each lot of 50,000 bricks.
13. Accessories
Unless otherwise specified, the Contractor shall furnish and install the following
features and accessories, namely: Breeching opening, lining, cleanout door and lightning
protection.
When specified or ordered by the Engineer, the Contractor shall furnish and install
the following features and accessories, namely: Letters, ladder, draft gage and pyrometer.
14. Breeching Opening
The opening for the breeching connection shall be of such size and location and of
such form and finish as shown on drawings. The opening shall be lined on the reveals
with refractory material.
15. Lining
The lining shall be constructed to the height above the top of boiler room floor
shown on drawings. The lining shall start at least two (2) feet below the bottom of
breeching opening, resting on a corbel in the shaft. Where there is danger of combustion
below the breeching opening, the lining shall start at the foundation, which shall be
paved with lining material of the same thickness as the bottom section of the lining if
said foundation is of concrete.
For power boiler plants, the lining shall be carried up above the top of the breeching
opening at least one-quarter {]4) of the height of the chimney above the foundation;
for temperatures ranging from 800 degrees to 1200 degrees Fahr. two-thirds (%) of said
height, and for higher temperatures the full height.
The lining shall be constructed of fire brick laid up in refractory mortar. The brick
shall meet the requirements of the current Standard Specifications of the American
Society for Testing Materials for Clay Fire Brick for Stationary Boiler Service, Serial
Designation C64.
The lining shall be not less than four and one-half (4>4) inches thick. It shall be
entirely separated from the outer shell by an air space of not less than two (2) inches.
The outer shell of the chimney shall be corbelled in over the top of the lining to prevent
soot and other material dropping behind the lining.
The lining shall be built perfectly smooth, with the same batter as the inside of the
chimney, and with bed joints not to exceed one-sixteenth (1/16) inch thick.
16. Cleanout Door
A cast iron cleanout door shall be provided not less than one foot four inches (1'4")
by two feet six inches (2' 6"), hinged and latched to a cast iron frame placed at the
base of the chimney.
17. Lightning Protection
The Contractor shall furnish and install complete in place a lightning protection
system, as specified in Addenda C.
18. Lettering
When called for, the Contractor shall build into the chimney shaft letters of per-
manently colored kiln burnt brick. The letters shall be of such number and dimensions
as shown en drawings. The letters shall be true to size and shape, and in a true
vertical line.
19. Ladder
The ladder shall be built preferably on the outside of the chimney and shall consist
of three-quarters (^) inch square galvanized iron rungs, spaced approximately one foot
three inches (1'3") center to center and securely anchored into the masonry from top to
bottom. The ladder shall comply with local and State safety laws and requirements.
282 Buildings
20. Draft Gage
The draft gage shall be of the pointer type as specified in Addenda A. The gage
shall be installed in place complete with all attachments, piping and fittings, and shall
be in perfect working order. The location of the gage shall be indicated on the drawings
and in a place visible to the operator when making adjustments to draft controls or
dampers. Each pointer or reading shall be furnished with stop cock close to the gage.
21. Pyrometer
The pyrometer shall be either a vertical, straight stem, mercury actuated dial
pyrometer, or a thermo-electric pyrometer equipped with dial and recording attachment,
as may be determined by the Engineer. They shall be in accordance with the
requirements of Addenda B.
22. Guarantee I
For a period of one (1) year after the completed chimney shall have been accepted
by the Railway Company, the Contractor shall repair free of charge any defect which
may develop from a wind pressure due to a velocity of wind not exceeding one hun-
dred (100) miles per hour, the influence of the atmosphere, the chimney gases and
temperature not exceeding designed temperatures, or faulty materials or workmanship.
23. General Conditions
All materials entering into the work and all methods used by the Contractor shall
be subject to the approval of the Engineer, and no part of the work will be considered
as finally accepted until all of the work is completed and accepted.
The General Conditions in Section 1 of this specification shall apply with equal
force in this section of the specification.
SPECIFICATIONS FOR RAILWAY BUILDINGS
Section 26-C
CEMENT GROUTED MACADAM PLATFORMS, FLOORS, PAVEMENTS
AND PAVEMENT BASES
1. General
The Contractor shall furnish all labor, materials, tools and equipment, except as
otherwise noted or specified, which are necessary to complete entirely the cement grouted
platforms, floors, pavements and unfinished bases to receive wearing surfaces for plat-
forms, floors and pavements as herein specified and as shown or implied on the drawings.
2. Description
Cement grouted macadam shall consist of a coarse aggregate bound together by
Portland cement grout. It shall be constructed by placing on a prepared subgrade a
layer of coarse aggregate over which is poured a grout of such fluidity that it immediately
flows through and completely fills the voids in the coarse aggregate.
3. Scope
These specifications apply to finished surface pavements and floors supported
directly on the ground, such as platforms at railway stations, walks, floors in shop and
roadway buildings, runways and driveways in shop yards, and similar facilities, and to
unfinished bases to receive wearing surfaces for platforms, floors and pavements.
4. Materials
Portland cement, fine and coarse aggregate and water shall comply with Section 4.
Standard Specifications for Concrete Work, except as hereinafter provided.
Crushed stone, gravel or slag conforming to the requirements for first-class ballast
as to hardne-s and durability may be used subject to approval of the Engineer.
Fine aggregate shall be a natural sand.
Buildings
283
5. Gradation of Aggregates
Coarse aggregate shall not contain more than 5 per cent of material passing the
.}4 inch sieve, nor more than 10 per cent retained on the sy^ inch sieve. The allowable
range between the maximum and minimum size of any aggregate used shall not exceed
ly^ inches.
The gradation of the fine and coarse aggregate shall preferably fall within the
limits set by the following table:
Coarse Aggregate
Passing 2" sieve, 90-100 per cent*
Passing 1" sieve, 0-15 per cent
Passing 2^" sieve, 90-100 per cent
Passing 1^" sieve, 0- IS per cent
Passing ly^" sieve, 90-100 per cent
Passing 3/^" sieve, 0- S per cent
Passing 3"
Passing 2"
sieve, 90-100 per cent
sieve, 0-15 per cent
5 Passing 3^" sieve, 90-100 per cent
Passing 2J^" sieve, 0- 15 per cent
Accompanying Fine Aggregates
Passing No. 8 sieve, 95-100 per cent
Passing No. SO sieve, 10- 30 per cent
Passing No. 100 sieve, 0- 5 per cent
(Approximately 7J4 gallons of water per
sack of cement)
Passing No. 8 sieve, 100 per cent
Passing No. 14 sieve, 90-100 per cent
Passing No. 50 sieve, IS- 30 per cent
Passing No. 100 sieve, 0- 10 per cent
(Approximately 7% gallons of water per
sack of cement)
Passing No. 4 sieve, 95-100 per cent
Passing No. 14 sieve, 60- 80 per cent
Passing No. SO sieve, 10- 30 per cent
Passing No. 100 sieve, 0- 5 per cent
(Approximately 6% gallons of water per
sack of cement) or either of above
Note. — The first two gradings are preferred. Quantities of water are given as a
guide, and the amounts required may vary considerably from those suggested, depending
on sand grading.
6. Subgrade
The surface of the subgrade shall be uniform, well compacted and free from loose
material. Any material causing soft or spongy places in the subgrade shall be replaced
with suitable material and compacted, before any of the coarse aggregate is spread
thereon.
The subgrade shall be drained where frost heaving may be expected.
7. Forms
Side forms shall have a height equal to the edge thickness of the finished work and
be strong enough to withstand subsequent construction operations. They shall be firmly
staked in place and shall not be removed until 12 hours after the work is finished. If
the aggregate is compacted by a roller, the forms shall be more substantial than if it is
compacted by hand or by vibration.
8. Joints
.Where specified by the Engineer, joints shall be formed by installing a wood or
metal bulkhead on the subgrade prior to the spreading of coarse aggregate, or by trench-
ing the coarse aggregate. These bulkheads shall be set ^ inch below top of finished
surface and shall be firmly fastened in place so that they will not be disturbed by
subsequent construction operations. Preformed joint filler used in connection with heavy
rolling shall be supported by substantial metal bulkhead which shall be removed prior
to final finishing. If compaction and finishing is done by vibration or hand tamping
and finishing, properly supported preformed joint filler may be used independently. The
edges at all joints shall be rounded, the joint cleaned out and the pavement made level
at the joint by filling with approved bituminous material (Fig. 1). All joints shall be
vertical and full depth of platform, floor or pavement.
Where the slabs form a base for other than concrete wearing surface, expansion
joints may be omitted at the discretion of the Engineer or constructed in accordance
with Fig. 1, excepting that the joint filler shall be omitted, the board made full depth
of the base and the edges square.
284 Buildings
^Sfee/f/ns epacedabouf
5'cenfers and sfaggered
on bofh s/des-/eff/np/ace.
Fig. 1. — Trenched Bulkhead Joint.
9. Placing Coarse Aggregate
The coarse aggregate shall be handled so as to prevent segregation of sizes and in-
clusion of dirt or other foreign material. It shall be spread evenly on the prepared
subgrade to a depth which will give, after compaction and final finishing, a pavement of
the thickness and crown specified (see Addenda 1).
There shall be no unnecessary trucking or hauling over the coarse aggregate after
spreading.
10. Compaction
The coarse aggregate shall be compacted by not less than two complete rollings or
tamping or vibration as suitable for each kind of aggregate and as specified by the
Eneineer. The roller shall weigh not less than 3 nor more than 6 tons and the rollers
shall be tandem. Rolling shall progress by one-half laps from sides toward center lines.
After compaction the surface shall be corrected by removal or addition of coarse
aggregate.
11. Grout
The grout shall be in the proportions of 1 bag (94 lb.) of cement to approximately
2 cu. ft. of moist sand (approximately 190 lb.) and sufficient mixing water to produce
only sufficient fluidity to flow to the bottom of the aggregate and fill the voids com-
pletely. If high early strength grout is used, the proportions shall be one bag of cement
to approximately ISO lb. of sand, or high early strength cement may be used in the
proportions of one bag of cement to 190 lb. of sand.
The amount of mixing water per sack of cement to produce proper fluidity shall be
determined by trial, and frequent fluidity tests shall be made during grouting opera-
tions, the mixing water being regulated to secure penetration as follows: Test holes
shall be dug to the subgrade in the coarse aggregate at some distance ahead of grouting.
These test holes shall be observed as grouting operations proceed. When the grout on the
surface of the aggregate is one foot or more away, unsegregated grout shall enter the
bottom of the test holes. When grout does not so enter the bottom of the test hole,
grouting operations shall cease until proper adjustments are made to insure satisfactory
penetration. A large amount of free water (not grout) coming to the surface of flowing
ahead on the subgrade will be evidence that too much mixing water is being used.
12. Mixing Grout
The cement grout mixer shall be of a type approved by the Engineer and the mixing
time shall be not less than one minute. A positive approved method shall be provided
for measuring the amount of water for each batch. The grout may be mixed on the
job, at a central plant with agitator delivery trucks or in a truck mixer.
The capacity of the mixer shall be ample to maintain the desired rate of progress.
For small jobs the grout may be hand mixed in tight troughs or boxes or other
convenient tight receptacles.
13. Distributing Grout
Regardless of the mixing method, the grout shall be deposited upon the coarse
aggregate without segregation and in such a way that the coarse aggregate is not
unduly disturbed.
Grout shall not be spilled on the ungrouted coarse aggregate except where grouting
operations are in progress.
Buildings
285
Where water is readily available, the coarse aggregate shall be lightly sprinkled
with water before grouting if necessary to facilitate penetration. Only sufficient water
shall be used to moisten the aggregate, and not flow onto the subgrade.
Grouting operations shall be continuous between joints or during each day's grouting
operation. Grout distribution shall proceed continuously from side to side of the area
and it shall be broomed ahead to prevent formation of air or water pockets in the
aggregate already grouted. Sufficient grout shall be used to embed the coarse aggregate
firmly after compaction and leave a thin film over the coarse aggregate.
14. Final Compaction
Final compaction shall be obtained by one or a combination of —
(a) Rolling
(b) Vibration
(c) Hand Tamping
(a) Rolling. — A tandem roiler as specified in Article 10 or by the Engineer thall
be used. Final rolling shall begin within from 30 minutes to about one hour after
grouting, depending on the weather and working conditions, and when free water is no
longer released from the grout to the surface. The surface shall be rolled from three to
six times, progression from sides toward the center with one-half laps or until a hard,
compact, even surface is obtained. The amount of grout on the surface shall be kept
to a minimum required to cover the coarse aggregate. During rolling operations, hand
squeegees or light push brooms shall be used to distribute the grout evenly over the
surface, and to remove any excess grout. Grout may be added to the surface where
necessary to embed the coarse aggregate properly.
Major irregularities in the surface shall be corrected with stone rakes by leveling
high spots and filling low spots with Y^ inch coarse aggregate. Additional grout shall
be added if necessary. All places adjusted shall be recompacted.
(b) Vibration. — Vibration finishing equipment shall consist of a screed carrying
one or more vibrating elements. The screed shall be given a "sawing" motion as it is
passed ever the surface. Hand squeegees or light push brooms shall be used to distribute
the grout evenly and to remove any excess grout. Grout may be added to the surface
to embed coarse aggregate and high or low spots corrected as specified under 14 (a).
(c) Hand Tamping. — Immediately after grouting, the surface shall be tamped with
a longitudinal tamping template approximately 12 ft. long and weighing from 10 to
IS lb. per ft. (Fig. 2), to embed aggregate displaced during grouting, and to secure
the utmost of compaction practicable.
r'
P/oivMand/es
/B'-O"
S€ct/onA-A
S/DE ELEV/IT/ON.
P/ow Hand/es
We/gA/perf/'/O/o/S/As
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nedbyus/nga 4"x8'T/mber or
sp/k/ng a P/ank /o fop
S/ee/P/a/e ^„5'x/2-o'bo//edor
/aggec/fo 7/mber Sbeef /ron
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maybe used /ns/ead oPSfee/
P/a/e Porsma//oroccas/ona/Jobs
fi Sfee/ Channe/ orT/nsfead oP
Timber /s prePerred
Fig. 2. — Hand Tamping Template.
286 Buildings
Tamping shall proceed across the pavement parallel to the center line. The template
shall be lifted vertically from 6 to 10 inches and allowed to fall of its own weight, then
moved transversely about one-half the width of the tamping face for the next stroke.
The tamping shall proceed in this manner for the entire width of the pavement, after
which the template shall be moved forward longitudinally about one-half of its length
and tamping again proceed as above described. Tamping the second time, if needed,
shall proceed in the same manner. Further compaction, after an interval of time, shall
be required as specified under "Finishing". Paving tampers weighing 25 lb. may be used
to correct high spots and consolidate additional aggregate placed at low spots.
15. Finishing
Finishing shall begin after an interval of from 30 minutes to one hour, depending
on weather and working conditions, after compacting by rolling, or vibrating or tamping
as above specified. Surface irregularities or more than ^ inch measured from a ten-foot
straight-edge or surface template shall be corrected either by the use of a hand tamper
weighing not less than 25 pounds or by trimming such places with stone rakes and then
recompacting with the longitudinal tamping template.
Additional grout shall be applied where necessary to correct the surface and excess
grout shall be removed with squeegees or light push brooms during the tamping
operations.
Immediately following this final tamping and correcting, the surface shall be
smoothed by use of a long handled float 10 inches wide by 36 inches long with a handle
sufficiently long to permit manipulation from either edge or side to 2 feet beyond
the center.
After the surface has been smoothed by the long handled float, excess water shall
be removed and grout distributed by drawing a strip of wetted burlap across the
surface. The burlap shall be about one foot longer than the surface and shall be drawn
forward from the foremost corners, thus permitting the burlap to distribute itself over
the surface. This operation shall be repeated if excess water rises to the surface.
After dragging with the burlap, the edges and joints shall be rounded with an edging
tool having a ^ inch radius. After disappearance of the water sheen, the surface shall
be floated and broomed or, in the case of floors, troweled as specified by the Engineer.
Where the cement grouted macadam forms a base for other than a direct concrete
wearing surface, the base shall be finished in accordance with the requirements of the
wearing surface to be used.
16. Curing
The work shall be cured with wet burlap applied as soon as possible without marring
the surface. It shall be kept wet for 48 hours. Other equivalent curing methods shall
be subject to approval of the Engineer.
17. Opening to Traffic
Unless otherwise specified by the Engineer, the work may be opened to use after
7 days from the final finishing of the surface. If high early strength grout is used, the
surface may be opened to use after 3 days from completion of finishing, or as directed
by the Engineer.
Addenda 1
Approximate thickness of loose spread aggregate for a finished thickness, t on an
untreated clay subgrade.
Thickness of Loose Aggregate
Crushed
Compaction Method Stone Slag Gravel
Power roUing 1.12i + .8" 1.09t -f .6" 1.03t + .3"
Vibration or hand tamping 1.02t + .2" l.OIt + .2" 1.04f -f .2"
The additional thickness of loose aggregate required to give a finished thickness,
/ depends upon the amount of compaction of the loose aggregate plus the loss of
aggregate into the subgrade. Thus, the compaction of crushed stone by rolling with
the specified roller is about 12 per cent. This is independent of the aggregate pushed
into the subgrade. If the subgrade is hard, such as an old macadam base, or if it has
Buildings 287
been treated by rolling crushed stone or gravel into it, the subgrade loss will be zero
and the compaction factor (term containing t) only should be Bsed. In general,
gravel aggregate cannot be power rolled until after grouting.
Addenda 2
Thickness of Cement Bound Macadam (Grouted Ballast) for Pavements
and Floors
The required thickness of pavement and floor slabs depends upon the loads to be
carried, the supporting power of the subgrade and the strength of concrete. A simple
formula for thickness is:
M
2
where
d = uniform depth, in inches, of pavement slab or floor
W = wheel load in pounds
M = modulus of rupture of concrete, lb. per sq. in. (600 lb. per sq. in. for
cement bound macadam, i.e., grouted ballast)
c = coefficient of subgrade support
M
The factor — represents the allowable working stress of the concrete. For general
design purposes, it may be taken as J^ the modulus of rupture of the concrete since this
will permit an unlimited number of loadings without fatigue of the concrete.
For general design purposes, where construction is on soil, a factor of 1.00 should be
used for c. Where construction is on thoroughly compacted cinders or ballast, a
factor of .842 should be used for c.
Thus, for cement bound macadam (grouted ballast) built on soil, the required
thickness for an unlimited number of 2.000 pound wheel loads is
/
300
IiW= 4,000 lb.
(3) (2,000) (1)
— =^ 4.5"
:=/
/ (3) (4,000) (1) ,
^ = '</ 300 = ^-^
For the same loadings on compacted cinders
or ballast with c=.842:
W =
_ /(3) (2,000) (.842)
'^= y 300
Pr = 4,000 lb.
=/
(3) (4,000) (.842)
4.1"
= S.8"
This indicates a required thickness of about 4^^ inches of cement bound macadam
(grouted ballast) for passenger platforms, truckways and shop floors, built on soil where
loads will not exceed 2,000 lb. When built on compacted cinders or ballast, a 4 inch
thickness will suffice.
Shop yard driveways of cement bound macadam (grouted ballast) built on soil to
carry an unhmited number of motor trucks having 4,000 lb. wheel loads should have a
uniform thickness of about 6J4 inches. When built on compacted cinders^ or ballast,
6 inches will suffice. Pavements wider than 12 ft. shall have a longitudinal joint.
288 Buildings .
Appendix C
(3) INFLUENCE OF THE DESIGN OF BUILDINGS ON
FIRE INSURANCE RATES
N. D. Howard, Chairman, Sub-Committee; A. C. Copland, A. T. Hawk, G. A. Rodman.
Fire insurance rates, in themselves, rarely determine the design of a building; how-
ever, the design of and materials used in the construction of buildings have a very
definite and continuing effect upon fire insurance rates, adversely in the form of higher
rates as the design and materials used veer from fire-resistive construction, and favorably
in the form of lower rates as the design and materials used approach fully fire-safe con-
struction. This holds true almo.=t regardless of location, occupancy, use or other con-
ditions, although to a greater or smaller degree in various sections of the country
depending upon local fire experience and the types of internal and external protection
afforded.
Furthermore, the design of and materials employed in those types of railway build-
ings used for the handling or storing of produce or merchandise have a large influence
upon the insurance rates charged on the contents moving through or held in them.
Internal and external fire protection systems, such as automatic sprinkler, standpipe
and deluge systems, water fire curtains, automatic fire alarm systems, etc., also usually
exert an influence upon the fire insurance rates placed on both buildings and contents.
Therefore, it is desirable to keep all of these factors clearly in mind when designing
structures and specifying the materials to be used in their construction.
The amount of money set aside 'or paid by the railways yearly for fire insurance
is dependent upon many conditions and circumstances, one of the most important of
which is their fire loss record or experience. Therefore, it is evident that one positive
and important • way to reduce the annual expenditure of the railways for fire insurance
premiums is to improve their fire loss record. This can be done to a large extent
through fire-resistive building design and construction.
Standards and Rate Schedules
The rates charged by insurance companies for insuring against property loss through
fire are based primarily upon the fire risk involved. If the risk is great, the rates are
high, being reduced only as the risk itself is reduced.
The principal general factors having influence on insurance rates are the type of
design and construction emplo}'ed, exposure to lire risk from outside sources, occu-
pancy, the degree of internal and external protection afforded, and the fire experience of
the locality in which the building is located. One of the most important of these is
the type of design and construction. A railway may have no choice with regard to the
location, exposure and occupancy of many of its buildings, but it invariably has juris-
diction over the design, construction and maintenance of its structures, wherein lies a
large potential saving in insurance rates.
The influence of building design upon fire insurance rates is brought out clearly by
study of the Standard Building Requirements of the various sectional bureaus of the
Fire Underwriters' Association, and of the penalties imposed in the scheduled rates of
these bureaus for non-conformity with these requirements. The Standard Requirements
for construction cover in considerable detail the more important phases or details of
building construction, including bearing and non-bearing walls, fire and party walls,
roofs, parapets, floors, fire doors and shutters, encasement of structural iron and steel,
heavy timber construction, stairways and elevator shafts, skylights, finish, heating, light-
ning, power, boilers, chimneys, etc. They also include standards with regard to such
items as care and attendance, internal and external fire protection, and exposure.
Buildings 289
Insurance rating schedules specify a definite base rate for the class of building and
general type of construction employed, and then list in detail the penalties (additions
to the base rate) for deficiencies or omissi9ns in details of design or construction as
measured in the light of the Standard Requirements. For example, under a specific
local schedule for buildings of predominantly fire-resistive construction, the base rate is
$0.10 per hundred, and the individual penalty charges range from $0,005 to $0.08 per
hundred. Under a second schedule, for buildings of the same general type, which, how-
ever, are not predominately fire-resistive throughout, the base rate is $0.20 per hundred,
and the individual penalty charges range from $0.01 to $0.25 per hundred.
Study of these schedules reflect clearly the large increase in the base rate and the
larger penalties for deficiencies in construction in non-fire-resistive structures as compared
with fire-resistive structures. It also makes clear that rates are not only affected ad-
versely by the absence of certain standard features and by the character of the materials
used, but also by failure to conform with the Standard Requirements as regards design.
Thus, for example, a structure built of fire-resistive materials throughout may be penal-
ized because of deficiency in the height or thickness of parapet walls, excessive floor areas
between fire walls, inadequate thickness of floor slab, the lack of suitable protection to
steelwork, or because of deviation from standard requirements for the size of or
protection of openings.
It is also to be noted that the external fire hazard to which a building is exposed
has a substantial effect upon fire insurance rates, the increase in rate due to a severe
exposure risk having been known to approach that established on the building itself.
The external exposure rate is based essentially upon the risk imposed by the nearness,
type of construction and occupancy of nearby buildings, and the character of the con-
struction of the exposed faces of the building upon which the rate is being established,
to the external risk. Thus, the location of a building and the type of construction on
those sides exposed to external fire hazards should be given special consideration, and
particularly if the building is to house combustible contents. The addition of a parapet
on an exposed incombustible wall, the elimination of openings in such a wall, or the
protection of necessary openings by wire glass in approved steel sash and frames and
by standard fire doors or shutters, will cause a reduction in, and may entirely eliminate
an otherwise appreciable increase in the insurance rate on a building.
Hazardous Contents Require Special Attention
The design of a building, whole or in part, may have an important effect in reduc-
ing an otherwise high rate caused by the class of occupancy. For example, the type of
floor, the type and thickness of walls, and the provision of or lack of suitable protection
for door openings have an effect upon the rate applied to the entire building, the extent
of the effect depending upon the degree of hazard involved in the occupancy.
It is important to note also that combustible or highly inflammable contents, even
though only a relatively small proportion of the whole and confined to a relatively
small area of the building, may impose a severe penalty on the building as a whole,
unless means are employed in the construction of the buUding to isolate the special
hazard completely. For example, lack of standard fire walls or standard fire doors
enclosing such areas, or the lack of parapets of suitable heights above enclosure walls
may have a very adverse effect upon the insurance rate placed on the entire building.
Rates on Contents
Of equal importance to the influence of building design upon the insurance rate
charged on a building itself, is the influence of design upon the insurance rates charged
on the contents of a building. This is evinced in the fact that the base contents rate is
290 B gildings
usually based on the building rate. A typical table of rates on contents shows, for ex-
ample, that contents designated Class B (which includes the general run of merchandise)
carries a rate of $0.65 per hundred in a building having a rate (base plus penalties) of
$0.25 to $0.29, whereas the same class of contents in a building with a rate (base plus
penalties) of $1.00 to $1.04, carries a rate of $1.40 per hundred.
Consideration of Old Buildings Important
In considering the effect of building design on fire insurance rates, one should have in
mind not only new buildings, but should bear constantly in mind that since the rates
vary with specific details of design, opportunities are available in practically every
existing building of other than fully fire-resistive construction to reduce its insurance
rate, and, indirectly, the rate on its contents. For example, the addition of sheet metal
fire curtains within the roof area of a pier of timber construction or one enclosed with
sheet metal roofing and siding, will result in a lower rate on the pier. Likewise, the use
of metal doors, metal sash and wire glass in substitution for combustible materials, the
installation of fire stops, or the breaking up of excessive floor areas, will usually effect
a reduction in the insurance rate.
Each Building a Special Problem
Fire-resistive construction generally costs more than combustible construction. There-
fore, in spite of its favorable effect upon insurance rates, fully fire-resistive construction
may not be justified solely on the basis of the saving effected in insurance premiums.
It is recognized that it is possible to be extravagant in making a building fire-safe.
Each building is a problem in itself. Bearing in mind the advantages of fire-resistive
construction already pointed out, and the fact that such construction usually means
lower building maintenance cost, each building should be studied by itself in the light
of all of its fire possibilities. Obviously, an isolated building for housing only incom-
bustible materials does not justify the same degree of fire-resistive construction as a
building located in a congested high-fire-risk area and intended to house highly com-
bustible material. Likewise, the value of its contents, the intensity of its use, its impor-
tance as an operating unit, the possible interruption of business in case of fire, and its
estimated useful life, all have a bearing on the extent to which a railway is warranted
in increasing the investment in a building to secure fire-safe construction.
Importance and Permanence Are Factors
Without regard to any saving made through reduced insurance rates, a railway may
be justified in spending thousands of dollars for fire-resistive construction to insure the
safety of an intensively used pier, warehouse or terminal facility, which may be indis-
pensable to its operations or the source of large revenue which would be interrupted or
lost in the event of a serious fire, whereas, for a much less important building or
facility, it might be entirely impractical to adopt the same type of construction. In
the former case, fire-resistive construction may be essential to prevent not only the fire
loss in the property itself, but possibly much larger losses through interruption of
business, and the large expense which might be necessary to provide temporary facilities.
It might also be impractical to adopt permanent, fire-resistive construction for a
building intended to meet a need or requirement of uncertain duration. However, it
should be borne in mind that a building constructed to fill a need of uncertain duration,
may find valuable permanent use later in another service if it is of suitable construction.
If for any reason it is not deemed desirable to make a building fire-resistive
throughout, consideration should always be given to protect it against its greatest fire
hazards, whether they be from exposure, u.sc or occupancy.
Buildings 291
Conclusions
(1) Details of design or the class of materials used in building construction have a
large effect upon fire insurance rates, on both buildings themselves and on their contents.
(2) The saving through reduction in fire insurance rates may not, in itself, justify
the increased initial cost to bring it about. However, the added cost for fire-resistive
construction is often justified far beyond any saving which may result from insurance
considerations alone.
(3) In determining the degree of fire-resistive construction to be employed in
buildings, each building should be studied carefully, giving consideration not alone to
the insurance rate on the building itself, but also to the importance of the building as a
continuous operating or revenue-producing unit, its contemplated service life, and the
effect upon the insurance rate placed upon its contents.
(4) Where circumstances prevent the incorporation of fire-resistive construction to
the extent warranted by the conditions involved, care should be exercised to meet the
most important and immediate hazards, and, wherever possible, to allow in the original
design for the subsequent addition of further safeguards as conditions may warrant or
make possible.
(5) Plans for railway buildings and for their location should have the benefit of
the criticism of the insurance and fire prevention departments of a railway before they
are finally approved.
Appendix D
(5) DIFFERENT TYPES OF PAINT AND THEIR
ECONOMICAL SELECTION
A. C. Irwin, Chairman, Sub-Committee; G. A. Belden, J. N. Grim, A. T. Hawk, C. D.
Horton, A. B. Stone, A. L. Sparks, F. R. Judd.
The economical selection of paints must depend on comparative data as to durability
and cost. Such data are scarce. Haphazard "tests" give very Httle dependable informa-
tion. Lack of uniformity of the conditions under which exposure tests have been made,
as well as the absence of standard methods or requirements for exposure and a still
greater lack of standards of judging kinds and degrees of failure make available test
data practically valueless.
Correlation of data from tests is impossible unless the defects observed are clearly
defined. Uniform terminology and method of rating are first requisites to the assembly
of worth-while information.
Definitions
(1) Color (White Surfaces) is the designation of a comparison of the whiteness
of the surface under consideration with that of an ideal white surface.
(2) Color (Other Than White Surfaces) is the designation of the change in the
spectral characteristics (color) from that of the original surface.
(3) Gloss is the property that makes possible a description as mirror-like, flat or
some intermediate degree of lustre.
(4) Chalking is manifested by the presence of a loose powder, evolved from the
film itself, at or just beneath the surface.
(5) Checking is manifested by breaks in the film, which do not extend entirely
through the finish under consideration.
-^92 Buildings
(6) Cracking is manifested by breaks extending through the finish under
consideration.
(7) Flaking is the detachment of small pieces of film without exposing the surface
to which the finish under consideration was applied.
(8) Scaling is the detachment of small pieces of rilm exposing the surface to
which the finish under consideration was applied.
(9) Blistering is manifested by the detaching and raising of unbroken areas of
the finish from the underlying surface.
(10) Peeling is manifested by a pulling away or falling away of large areas of
film from the surface to which the finish under consideration was applied.
RECORDING DATA
In addition to identifying defects, they must be rated in some standard scale for
comparison. The numerical system with zero for complete failure and 10 for perfect
or absence of failure provides sufficient ratings for comparative purposes and also for
indicating trends. A more general system of rating consists in the use of the terms
perfect, slight failure, intermediate failure, bad failure, complete failure. The general
system may be subdivided to show trends by relating the general terms to a group of
numbers in the numerical system. Thus —
Descriptive Numerical
Rating Rating
Perfect 10
Slight failure 7, 8, 9
Intermediate failure 4, 5,6
Bad failure 1, 2, 3
Complete failure 0
INSPECTION FOR RECORD
(1) Color (White Surfaces). — Compare with ideal white surface. Examine for
yellowing, darkening, mottling, dirt collection, mould growth, etc. Record most
prominent cause.
(2) Color (Other than White Surfaces). — Compare with sample of original
paint. Examine for fading, yellowing, darkening, mottling, dirt collection, mould growth,
etc. Record most important of these factors.
(3) Gloss. — Examine without preliminary washing, polishing or other modification
of the surface.
(4) Chalking. — Examine for loose powdered material by rubbing the surface.
Distinguish between accumulation of dirt and powdered paint coating.
(5) Checking. — In addition to examination by the unaided eye, use a magnifying
glass of at least 10 magnifications to detect incipient checking. Indicate whether
magnification is necessary to identify this defect.
(6) Cracking. — Use magnifying glass to distinguish between cracks and checks.
(7) Flaking. — Indicate whether flaking extends to the original surface or is
limited to finish coat or to repaint coat.
(8) Scaling. — Check for paint antagonism.
(9) Blistering. — Check for unusual condition of original surface.
(10) Peeling. — Include loosened film not entirely detached.
Buildings 293
ftAitiioAO ros
GKNKRAL PURPOSE Of 1
INSKCTCD BY-
(B) Probable permanence of business.
(C) Continual or intermittent service and operation.
(D) Kind of goods handled.
(E) Local requirement and building restrictions.
Where permanent needs are questionable, wood frame buildings of ordinary con-
struction, properly insulated, may adequately serve the purpose.
For smaller buildings, where very low temperatures are not required, insulated
wood frame construction, similar to that used in refrigerator cars, may be sufficient.
EXPOSURE RECORD
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EXPOSURE AND PAINTING DETAIL
10IT10N AND PRIPARATION <
OTECTION OF BACK
'LICATION MITHOO (
1YIN0 CONDITIOn 1
Buildings 293
FORM FOR RECORD
The attached report form is offered as a convenient means for the accumulation of
data for comparison of exposure tests. The figures in horizontal lines indicate the period
in months after exposure when inspections are made.
Conclusions and Recommendations
1. There are insufficient data available to allow definite conclusions as to the
economical selection of different types of paints.
2. Since the railroads are large users of paint, standard exposure tests should be
made and results recorded to accumulate sufficient information for definite conclusions.
3. For uniformity it is recommended that exposure tests be made at an angle of
45 deg. and with a southern exposure.
Appendix E
(9) DESIGN OF SMALL COLD STORAGE PLANTS FOR
RAILWAY USE
A. L. Sparks, Chairman, Sub-Committee; E. K. Mentzer, O. G. Wilbur, C. D. Horton.
(I) GENERAL DESCRIPTION
Small cold storage plants or rooms for receiving and holding perishable goods, until
distributed to jobbers and retailers, are built in connection with freight stations,
unloading platforms, team tracks and on spur tracks.
Such plants are constructed to provide facilities for handling shipments of goods to
or from localities where suitable facilities for receiving and distributing of such goods
are not otherwise available.
They are also used for unloading of perishables from refrigerator and other cars
in order to release equipment.
(II) OPERATION
They are either operated by carriers as other station facilities or leased to outside
parties for the handling of their products.
They are often used as holding rooms for fruit, vegetables and produce being
collected in small quantities for shipment in carload lots.
They are used for:
Distributing stations for brewery products.
Receiving stations for dressed poultry, eggs and fish.
Distributing stations for meats and packing house products.
Receiving and distributing stations for cheese and dairy products.
Receiving and distributing stations for fruits and vegetables.
(Ill) DESIGN
The type of construction depends on — •
(A) Amount of traffic involved.
(B) Probable permanence of business.
(C) Continual or intermittent service and operation.
(D) Kind of goods handled.
(E) Local requirement and building restrictions.
Where permanent needs are questionable, wood frame buildings of ordinary con-
struction, properly insulated, may adequately serve the purpose.
For smaller buildings, where very low temperatures are not required, insulated
wood frame construction, similar to that used in refrigerator cars, may be sufficient.
294
Buildings
Walls constructed of wood studs, sheathed inside and outside with tongue and
grooved material applied in two or more layers, separated by 1 inch X 2 in. nailing
strips both inside and outside, are sometimes used.
Insulating sheets or quilts, var>-ing in quality from ordinary building paper to
sheets of aluminum, hair felt, composition, boards, mineral wool and other similar mate-
rials, are often inserted between the layers of wood to increase the efficiency according
to the temperature requirements.
Floors and ceilings of similar construction are used, but floors are generally of
concrete in order to provide proper sanitation.
The air spaces between layers of material must be completely sealed against all
circulation of air if low conductivity of heat is required. This often causes dry rot and
rapid decay, which can be partially relieved by waterproofing the inside before the cork
or other cold storage insulation is applied, or by use of naturally durable woods such
as red cypress and redwood.
Frame constructed walls are not recommended where cheese, cured meats and other
products attractive to insects or vermin are to be stored.
Hollow tile is sometimes used for wall construction, but is not recommended except
where the walls are thoroughly waterproofed and plastered both inside and outside
and where the passage of air through hollow spaces is avoided.
Brick walls with concrete floors are used in the more permanent buildings and are
generally more satisfactory in economy of operation.
The walls are generally plastered inside and waterproofed before the cork or other
insulation is applied.
Concrete floors are recommended, constructed first with a sub-floor of sufficient
strength to sustain all imposed loads, waterproofed and covered with not less than
4 in. of insulation and a top floor of concrete not less than 3 in. thick. Faulty refrig-
eration is sometimes caused by improperly insulated floors, as concrete on solid fill is a
conductor of heat and cold.
In masonry construction waterproofing is essential to moisture control.
(IV) INSULATION
Heavy insulation is not necessary for the storage of fruit and vegetables, but pro-
vision is required for uniform temperatures, above freezing, for both summer and
winter and where bananas are held for ripening, provisions are required for humidifying
and heating.
The control of humidity is necessary for general storage for the reason that some
goods require higher humidity than others, and a working knowledge of these differences
is essential to successful operation of a plant.
Insulating requirements differ for the storage of various commodities, depending
upon the temperatures required. Authorities differ on the temperatures required, but
they are approximately as follows:
Apples 32 deg
Bananas 56 deg
Berries 35 to 40 deg
Beer in Barrels 33 deg
Beer in Bottles 45 deg
Butter 20 to 30 deg
Cream 32 to 40 deg
Eggs 30 to 35 deg
Fish 20 to 25 deg
Flowers 36 deg
Game 10 to 20 d
Grapes 30 to 32 deg
Ice Cream IS deg
Meats 34 deg
Mellons 35 deg
Milk 35 deg
Oranges 32 deg
Poultry 28 deg,
Vegetables 34 deg
Buildings 295
On the basis of thermal conductivity of cork, thickness of insulation recommended
for various temperatures is as follows:
45 deg. and above 2 in. thick
35 to 45 deg 3 in. thick
20 to 35 deg 4 in. thick
5 to 20 deg 5 in. thick
— 5 to +5 deg 6 in. thick
—20 to —5 deg 8 in. thick
Several types of insulating material are used, as vegetable cork, rock wool, vegetable
fibre, wood fibre, aluminum, hair felt and other proprietary materials, all of which have
different qualifications and conductivity ratings, depending upon the make.
"The Refrigerating Data Book", issued by the American Society of Refrigerating
Engineers, is an authority on the relative insulating values of the various materials.
Where cork or other insulation is applied directly to underside of roof slab, there
should be not less than 1 inch of roof insulation laid on top of slab before roofing
material is applied.
Where cork or other insulation is applied on wood framed ceilings, the space between
joists should be left open for free circulation of air to prevent rapid decay of wood.
Insulated walls and ceilings should be plastered with Portland cement or special mastic
plastering.
(V) PARTITIONS
Self-supporting vegetable cork, 4 in. or more in thickness, plastered both sides, may
be constructed without frame or other backing for support where desirable.
Specifications for the application, anchorage and bonding of materials are furnished
by the manufacturers of insulation.
To prevent temperature loss, insulation must be made continuous around walls,
floors and ceilings, and the insulation should be completely plastered with not less than
Yi inch of Portland cement, plaster or other dense, hard, smooth-surfaced coating.
(VI) REFRIGERATION AND EQUIPMENT
Refrigeration is provided either by ice stored in overhead bunkers or by mechanical
plants, which may be located inside or outside of cold storage room, as desired. Ice is
seldom used except in plants where goods are held in storage for a short time.
Where rooms are cooled with ice, provision must be made for a continuous circula-
tion of air up around the ice and down again, and generally fans are necessary for
circulation in large rooms. Extra height is required in order to provide head room under
ice bunkers and to provide for drainage and clearance for tracks where monorail
equipment is installed.
The control of temperatures is difficult where ice is used.
Mechanical refrigeration with automatic control provides uniform temperatures.
The cold air is generally supplied by small blower units or diffusers, or by brine
pipes where low temperatures are required.
Special consideration should be given to condensation. Where pipes are used, they
should preferably be suspended from ceilings and provided with drip pans, except in
rooms where condensation is not objectionable.
Refrigerator doors insulated with solid slab cork should be used, and special
consideration should be given to gaskets and weather strips.
To provide for trucking, doors should generally be not less than 4 feet wide and,
where necessary, should have head jambs constructed for the running of monorail carriers.
They should have heavily constructed frames secured to heavy wood bucks.
206 Buildings
The backs should run from floor to ceiling and should not depend upon the
insulated wall for support.
Where barrels are stored or trucks are used, the doors and jambs should be lined
with steel.
Storage rooms where barrels are stored should be provided with heavy bumper rails
or concrete curbs, and special consideration should also be given to the impact and
severe wear by beer barrels on floor surfaces.
The electric lighting should be provided with vapor-proof lamps and telltale lights
at switches outside the doors to indicate when lights are on.
In storage rooms where very low temperatures arc required, vestibule doors or
anterooms should be provided.
Appendix F
(11) STOCKPENS
L. H. Laffoley, Chairman, Sub-Committee; E. A. Harrison, A. T. Hawk, C. D. Horton,
J-. J. Hurley, F. R. Judd, G. A. Rodman.
LOCATION
Stockyard facilities are used in the operation of the railroad for the collection,
loading and unloading of livestock.
They consist of one or more units, known as stockpens, usually of one car capacity,
and vary in size from one small pen and loading chute at some obscure siding where
only an occasional car is loaded, to the large collective, holding and feed yards, w^here
trainloads are handled frequently.
LAYOUT
Stockyards, consisting of one or more pens, built of sixteen-foot fence units and of
sizes generally 48' X 16', 48' X 32' or 32' X 32' are so arranged as to facilitate the
handling of livestock from wagon or truck or stock driven on the hoof to cars by alleys,
an arrangement of gates and a wing-shaped loading alley with chutes.
In stockyards having several pens, the alley serving the pens is provided with gates
across it, so located that the movement of livestock may be controlled to any definite
pen or pens, to the loading chute or for sorting.
The alleys are usually 10 feet wide and the chutes are so spaced as to minimize the
switching of cars, allowing the loading at one time of as many cars as there are chutes.
CONSTRUCTION
The principal units used in stockpen construction are:
(a) Fences
(b) Gates
(c) Loading chutes and platforms
(d) Floors
(a) Fences
The fence is the major part of stockyard construction and may be divided into two
classes (a) exterior or main fence, (b) interior or partition fence, either class being of
the open or closed type.
Buildings 297
Although several different types of fence are to be found in use, the wood boards on
wood posts which has been in vogue since the early days of railroading is still the
usual standard of construction.
Fences are built about six feet high, using ten foot posts set four feet in the ground
and spaced four to six feet apart, five foot four inches being the most common spacing
to give three panels to a sLxteen-foot bay.
The fence consists of five or six, two by six or two by eight boards, sometimes
spaced closer at the bottom and wider at the top. Where pens are u^ed primarily for
small animals, such as sheep or hogs, the fence may be lower in height and built of
lighter boards.
A running board is often placed on the top of the posts to facilitate stock handlers
in inspecting stock without entering the pens.
For partition or interior fences, where the posts are on the inside of the pens, it is
good practice to place a chafing board, usually a two by eight or two by ten about
three feet from the ground to prevent stock from crowding against the fence boards and
loosening them.
(b) Gates
Gates are generally buCt with the same number and size of laterals as the fence
boards to which it corresponds.
To these laterals are fastened three verticals, one of which, in the case of ten foot
gates, on the hanging side is extended upward to receive a diagonal crossbrace or hanger
and at the same time provide space for two or three hinges as may be required.
The fence posts on either side of this type of gate are often extended to provide a
ten foot vertical clearance under the timber cap by which they are joined.
In smaller gates, vertical numbers and adjacent fence posts are all kept the same
height as the fence and two hinges are used.
Gate hardware consists of lug bolts through the fence gate posts and strap hinges
bolted to the gate.
The usual fastening is a hook with an eyebolt or staple.
(c) Loading Chutes, Gates and Platforms
Loading chutes lead either from a pen or from the alley or runway. They should
be of sturdy construction with a three-inch inclined plank floor provided with wood
cleats spaced at 12-in. centers.
The floor incline should not be greater than one foot in four.
The width of the chute is usually between four and five feet, the sides being of
two inch plank similar to the main fence in construction and height.
A walkway from twelve to twenty inches wide should be provided on one or both
sides of the chute on the outside and extending the full length of same; this is usually
bracketed to the posts and provides a working space for the men in handling stock
through the chutes.
At points where double deck cars are loaded and unloaded, double chutes are pro-
vided, one for car floor height, the adjoining one for double deck height. With this
type of double chute, the upper and lower decks of the same car are loaded at the
same time.
An alternative type is where a section of the floor may be raised or lowered by
means of cable and pulley to suit either level but with this type only one level can be
loaded at one time.
2Q8 Buildings
Loading Chute Gates
These gates serve a twofold purpose, (a) of closmg the end of the chute and
(b) as wings to close the space between the chute and the stock car when loading or
unloading.
They are similar in design and construction to the other gates and of a width to
suit the chute and platforms. An iron brace fastened to the upper part of the gate is
provided to prevent the stock from pushing the free end of the gate when used as a
wing guide.
Loading Platform
These platforms are usually built the same width as the chute and sixteen to twenty
feet long. The top is about four feet above top of rail, i.e., at car floor level and the
outside edge of the platform should not be less than eight feet from center line of track.
(d) Floors
Stockyard floors should be so constructed as to provide that the pens are reasonably
dry.
This is usually accomplished by the use of earth or gravel of sufficient depth
properly compacted and graded, to provide proper drainage.
Ordinary stockyard surface drainage is generally secured by placing the floor of the
pens at a higher elevation than the surrounding ground and sloping it toward the
outside fences.
Tile drains are sometimes necessary in the larger feed and rest yards, and when so
provided, sufficient catch basins or manholes must be installed to ensure easy cleaning
of sewer lines.
Other points or services which deserve attention are water supply, feed supply,
sheds, scales and lighting.
WATER SUPPLY
Where water is not available from local sources, a small elevated tank is usually
installed in close proximity to the yard.
Water is supplied to the tank from a well, being elevated either by means of
windmill or preferably by some type of mechanical pump.
Pipe lines are usually 1 in. to 1^ in., according to the number of outlets required.
It is good practice to place the hydrants so that each will serve two pens by the
use of a short section of hose.
Water troughs are made of wood, galvanized iron or concrete.
Wood water troughs are made of 2-in. plank, usually 12 in. wide, 10 in. deep and
from 12 to 16 feet long.
The wood trough, however, due to the heavy maintenance required because of
shrinkage etc., is now largely being replaced by galvanized iron or concrete, the latter
having the advantage of requiring no form of fastening after once being placed.
FEED YARDS
Where feeding is done, hay barns and grain storage are provided and in the pens
hay racks and feed troughs are built on both sides of the partition fences to facilitate
the handling of fodder and feed.
SHEDS
Sheds are provided as local conditions require; usually about one-third of the pens
are protected with sheds which generally cover one half of the pen.
The fences forming the sheds are usually of tight board construction.
Buildings
299
SCALES
Scales for weighing stock are generally p-ovided in the larger yards. They are of
not less than 4 ton capacity with 8' X 14' platform with suitable approach guides, gates
and frames. Scales are usually set in a concrete pit.
LIGHTING
Where current is available, electric lighting is used, as loading and unloading stock
is frequently done at night.
Lights should be located at the loading and receiving chutes, pens and also at
convenient points to light up the alleys and approach driveways.
PAINTING
Where untreated timber is used all woodwork should be given a coat of whitewash.
Appendix G
(13) OUTLINE OF COMPLETE FIELD OF WORK OF
THE COMMITTEE
O. G. Wilbur, Chairman, Sub-Committee; A. B. Stone, W. T. Dorrance, F. R. Judd,
A. L. Sparks.
BUILDINGS
1. Building Structures
Air and rail service buildings
Air-compressor houses
Baggage buildings
Buildings for trainmen
Buildings on piers
Bus terminal buildings
Cinder pits and cinder handling
facilities
Coal thawing plant
Coaling stations
Cold storage buildings
Commissarial buildings
Dwellings
Express buildings
Fences and railings
Fire protection facilities
Freight houses
Garages
Gas-compressor houses
Grain elevators
Grain warehouses
Greenhouses
Hay houses
Hose houses
Hospitals
Hotels and restaurants
Ice houses and icing facilities
Mail buildings
Office buildings
Oil houses
Passenger and baggage tunnels
Platforms, freight and passenger
Power and heating plant buildings
Power substation buildmgs
Produce buildings
Recreation buildings and facilities
Roadway buildings
Sand houses and towers
Scale houses
Sheds
Shops and enginehouses
Signal buildings
Stables
Station signs
Station stairways and foot bridges
Stations, freight and passenger
Stock yards and pens
Store houses
Teamways and pavements
Telegraph and communication
buildings
ToDet buildings
Tool houses
Transfer houses and platforms
Waiting rooms and shelters
Warehouses
Wash and locker rooms
Watch houses and towers
Water station buildings
Wharves, docks and piers
Yard offices
Y.M.C.A. buildings
300
Buildings
2. Specifications
3. Design
4. Substructure and Foundation
(A) Bearing values of soils
(B) Piles — various classes
(C) Substructure walls, piers and caissons
5. Superstructure
(A) Material, fabrication and construction methods
a — Structural frame c — Roof
b — Exterior walls d — Floor system
6. Interior Finish
(A) Material and methods of application
a — Wall finish c-
b — Millwork and cabinet d-
work
7. Roofing
(A) Material and methods of appHcation
a — Roof covering
8. Insulation
(A) Material and methods of application
9. Waterproofing
10. Hardvirare
(A) Rough hardware
11. Painting
(A) Material and methods of application
12. Mechanical Equipment
e — Openings
f — Chimneys and smoke
stacks
-Partitions
-Accoustical treatment
b — Flashing
(B) Finished hardware
(A) Plumbing
(B) Heating
(C) Lighting and wiring
(D) Elevators, escalators, chutes
and conveyors
(E)
(F)
(G)
(H)
(I)
Air conditioning
Refrigeration
Cranes, hoists, etc.
Fire protection
Ventilation
13.
Platforms
(A) Materials
(B) Wearing surfaces
(C)
(D)
High and low platforms
Ramps
14.
Sewers and Drainage
(A) Types
(B)
Materials
15.
Paving
(A) Types
(B) Materials
(C)
Wearing surfaces
16.
Sheds
(A) Train sheds
(B) Cover sheds
a — Canopies attached to buildings
b — Umbrella sheds
c — Butterfly sheds
(C) Snow sheds
17.
Clearances
18.
Maintenance and Maintenance Records
19.
Insurance and Appraisals
20.
Furniture and Furnishings
21.
Building Specialties
REPORT OF COMMITTEE XV— IRON AND
STEEL STRUCTURES
G. A. Haggander, Chairman, •
James Aston,
P. S. Baker,
F. E. Bates,
J. E. Bernh rdt,
A. J. Buehler,
A. W. Carpenter,
C. H. Chapin,
O. F. Daxstrom,
R. P. Davis,
Shortridge Hardesty,
C. S. Heritage,
Otis E. Hovey,
F. A. Howard,
J. B. Hunley,
Jonathan Jones,
W. S. Lacher,
P. G. Lang, Jr.,
B. R. Leffler,
H. S. Loeffler,
C. H. Mercer,
P. B. Motley,
F. J. Pitcher,
Albert Reichmann,
H. T. Rights,
0. E. Selby,
T. C. Shedd,
C. S. Sheldon,
1. L. Simmons,
C. E. Sloan,
R. A. Van Ness,
Vice-Chairman;
S. M. Smith,
G. L. Stale Y,
H. C. Tammen,
G. G. Thomas,
G. H. Tinker,
G. H. Trout,
F. E. Turne\ure,
F. P. Turner,
H. T. Welty,
W. G. Williams,
A. R. Wilson,
W. M. Wn-soN,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
1. Revision of Manual.
The Specifications for Movable Railway Bridges should be revised to be consistent
with the revision of the Specifications for Steel Railway Bridges.— Progress in study.
No report.
2. Application of and specifications for fusion welding and gas cutting for steel
structures, collaborating with ASTM Committee A-1 on Steel (Appendix A).
3. Design for rivet heads for steel structures. — Progress in study. No report.
4. Stresses in wire ropes bent over sheaves. — Progress in study. No report.
5. Different grades of bronzes to be used for various purposes in connection with
iron and steel structures. — Progress in study. No report.
6. Design of expansion joints involving iron and steel structures. — Progress in
study. No report.
7. Design of tension members and connections in which rivets develop tension. —
Progress in study. No report.
8. Effect of proposed increase in vehicular weights on highway bridges. — No report.
9. Review specifications for overhead highway bridges of the Association of State
Highway Officials insofar as they relate to steel construction, conferring with that
association. — Progress in study. No report.
10. Rules and Organization, reviewing subject-matter in Chapter XH in 1929
Manual and Supplements thereto relating to Iron and Steel Structures. — Withdrawn.
11. Outline of complete field of work of the Committee (Appendix B).
The Committee on Iron and Steel Structures,
G. A. Haggander, Chairmi.n.
Bulletin 391, November, 1936.
301
302 Iron and Steel Structures
Appendix A
(2) APPLICATION OF AND SPECIFICATIONS FOR FUSION
WELDING AND GAS CUTTING TO STEEL STRUCTURES, COL-
LABORATING WITH A.S.T.M. COMMITTEE A-1 ON STEEL
G. H. Tinker, Cliairman, Sub-Committee; James Aston, P. S. Baker, J. E. Bernhardt,
A. J. Biihler, A. W. Carpenter, C. H. Chapin, R. P. Davis, Otis E. Hovey, F. A.
Howard, Jonathan Jones, P. G. Lang, Jr., F. J. Pitcher, Albert Reichmann, H. C.
Tammen, G. G. Thomas, H. T. Welty, A. R. Wilson, W. M. Wilson.
Your Committee reports on the application of fusion welding to steel structures.
It is recommended that this report be accepted as information and that study be con-
tinued on the balance of the subject.
THE APPLICATION OF FUSION WELDING TO STEEL STRUCTURES
Introduction
Until recently specifications for steel bridges forbade or discouraged the use of
welding. Because of the advance in the knowledge and art of welding, particularly arc
welding, the production of filler metal of a superior grade, and the development of
fluxed electrodes, reliable welds may now be secured and definite results obtained by
qualified welders working under careful procedure control.
Process
Gas welding and cutting have been in use for a number of years, practically every
railway maintenance organization being provided with the requisite equipment and hav-
ing crews familiar with its use. The gas process has the advantage of requiring lighter,
less expensive, and more easily transported equipment than the arc process. It has
the disadvantages of slower operation and requiring the heating of a larger amount
of the base metal. It should not be used for welding parts while under stress as there
may be danger of permanent distortion. Arc welding should be used for work of
considerable magnitude.
At present arc welding usually is done with direct current, but the use of alter-
nating current is increasing because of its greater availability.
Materials
In the early days of the use of steel for structures it was thought that steel could
not be welded successfully. As technique improved, particularly after the advent of
gas and electric welding, the early difficulties were overcome. As the carbon content
increased, new technique had to be developed. The new specifications of the American
Welding Society limit the welding of structural steel to base metal with a maximum
carbon content of 0.25 per cent. Steel with higher carbon content and various alloy
steels may be welded, but the technique and the filler metal for some of them still are
in the experimental stage. Cast steel, cast iron and wrought iron may be welded, a
slightly different filler metal and method of operation being required for each. The
strength of a wrought iron plate cannot be developed readily by a fillet weld because
of the fibrous nature of the iron.
Filler metal may be of various compositions, the basis for acceptance being its
physical properties and the properties of the resulting welds. At the present time there
does not seem to be any reason for a specification for chemical composition, but for
information and future use a record should be made of all the kinds of rod used together
with the location of their welds in the structure.
Iron and Steel Structures 303
Filler metal is supplied in the form of wire rod, bare, washed, or covered with
various organic and mineral compositions. The object of the covering is twofold:
(1) by shrouding the arc air is excluded from the molten metal, and (2) a coating of
slag is deposited on top of the bead. The first is of benefit in producing a denser and
cleaner deposit; the second in prolonging the time of cooling, thus having a slight
annealing effect. The washed rod deposits a slag but does not shroud the arc. Another
effect of shrouding is to prevent dissipation of heat, thereby increasing the rate of deposi-
tion of the metal. Welds made with covered rods are stronger and more ductile than
those made with bare rods but the danger of undercutting is greater.
Types of Welds
Welds are of two types, butt welds and fillet welds. Butt welds resist deformation
by direct tension or compression. Fillet welds resist deformation by shear. A fillet
weld transverse to the line of stress resists partly by shear and partly by tension and
therefore is stronger than an equal area of longitudinal fillet weld. The relation between
resistance to shear and to tension is the same for filler metal as for base metal, hence
a butt weld is stronger than an equal area of fillet weld. Many Bridge Engineers are
reluctant to approve the use of butt welds in tension. A weld does not function by
adhesion. The filler metal is fused with and becomes a part of the base metal. Welds
fail not by separation from the base metal but by rupture of either the filler metal or
the base metal. Tests show that the ordinary ratio of tension to shear in metals holds
for welds.
Stresses
Welding as applied to steel structures being a comparatively new development, it
has been necessary to verify the properties of welds and the behavior of welded
joints by tests of small and large specimens. Investigators at various institutions have
made many tests, mostly of the effect of static loads. There still is a large field for
research.
Enough tests have been made to establish the strength of welds under static loads.
Studies of the effect of impact and of repeated and reversed loads have been made,
some in the United States but more in Germany. More tests and studies are needed.
The specifications of the American Welding Society determine the working units for welds
by formulas developed from the results of endurance tests.
Locked-up Stresses
Due to the nature of the process of welding, small areas of base metal are heated
to the fusion point and adjacent areas to a lower temperature. This heating causes
expansion and the subsequent cooUng causes shrinkage of the base and filler meta's.
The stresses resulting are sometimes of considerable magnitude. The effect of these
locked-up stresses on the load-carrying capacity of the welded member has been in-
vestigated to some extent and some tests of full-size columns showed that the load-
carrying capacity was not reduced. Much additional investigation in this field is needed.
Locked-up stresses can be reduced by certain stress-relieving procedures. Heat
treatment is used in shop practice for some types of structures, but is generally not
feasible for field welding. Peening the weld will relieve the stress in the weld to some
extent but does not relieve the stress in the member. Locked-up stresses may be avoided
to some extent if the parts are free to move during the process of welding. In this
case the parts or the member as a whole may be distorted as a result of expansion and
contraction. Distortion may be minimized by employing a sequence of welding pro-
304 Iron and Steel Structures
cedure that will equalize the distribution of heat and also permit the parts to cool
before the further application of heat.
Concentrated Stress
Abrupt changes of section are points of concentrated stress. Change from one
section to another should be gradual. The end of a weld should be tapered off either
by filling the crater or by planing.
Economy
Any economy of welding over riveting usually is in the saving of material. Where
the cost of material is high and that of labor low, the welded structure may be the
cheaper. This applies particularly to new construction. In the repair or reinforce-
ment of existing structures the case is somewhat different. The saving of material is
important, but the advantage of working without interfering with traffic or taking the
structure out of service, or even without removing parts, may overbalance any increasrd
cost of material.
The fabricating shop should be especially equipped for welding. The reduction in
the use of machine tools and power will be offset to some extent by the use of w.:!ding
equipment and electric current. Joints should be designed especially for welding. Parts
may be directly connected without connecting-flanges and splice plates. There is a sav-
ing of section by the omission of rivet holes. There may be situations where the use
of gusset plates and connecting angles will serve to reduce the concentration of stress.
Qualification and Tests
The specifications of the American Welding Society prescribe tests for welders to be
made before the beginning of a job and during the progress of the work. These test?
are for the purpose of demonstrating the ability of the welder to make acceptable welds
and to check any tendency toward carelessness as the work proceeds.
Tests of materials also are prescribed to show the weldability of the base metal
and the suitability of the filler material.
These tests should be made and the records kept for all work of n;agnitude or
importance. For small jobs the expense of such tests might equal the cost of the work
otherwise. Engineers probably will rely on their knowledge of the ability of the
welder and the characteristics of the materials gained from previous experience.
Inspection
Various methods of inspection have been developed. The study is not finished.
Possibly the most definite knowledge of the character of the finished weld is obtained by
the use of X-ray apparatus. Such apparatus can be used for shop work but at the pres-
ent time it is expensive. Some shops producing certain types of structures make routine
use of X-ray examination. Some use has been made of this method on field work, but
generally the equipment so far devised is not practical for field use.
The stethoscope has been found useful for inspection on some structures but the
most generally applied method is visual inspection. Visual inspection requires men
trained to know the qualities of welds and generally capable themselves of making good
welds. It is important that there should be enough trained inspectors to cover the job
and to keep the work of all the welders under practically continual observation.
New Construction
There are in the United States a number of all-welded raDway and highway bridges
now in service, including railway bascule and highway swing bridges. These are all
__^ Iron and Steel Structures 305
of moderate length of span. In building work welding has been used more extensively.
There are a large number of good-sized office and factory buildings of all-welded con-
struction. In other countries the number of exam^ples of all-welded construction is
greater, most of the bridges being for highway loads. The continuous plate girder
bridge is a favorite type for all-welded construction. The Vierendeel truss also is adapted
to such construction.
Repair and Reinforcement of Existing Structures
By far the greatest use of welding as applied to railway bridges and structures,
both in the United States and abroad, is for repairs and strengthening. Many railroads
have welding outfits and permanent crews at work continually, while many contracting
firms make a specialty of such work. Repair work usually involves some strengthen-
ing. The structure merely may be restored to its original strength, but it usually
happens that some section will be added so that the load carrying capacity of the
structure is increased.
Some of the items of repair and strengthening may be noted briefly:
Cracks in flange angles are repaired by vee-ing and butt-welding. A short triangular
plate should be added at each end of the crack to prevent its extension.
A corroded stifi^ener angle may have its bearing area restored or increased by weld-
ing a plate to the outstanding leg or by flame-cutting away a portion of the corroded
leg and butt-welding a plate in place of the removed portion. New stiffeners may be
added. They may be flats instead of angles and need not be milled to fit the flanges.
Bearing is best secured by welding a short plate across the outside edge of the stiffener
and to the flange. A good stiffener is a "T" with the stem of the "T" fillet-welded
to the web. If bearing is not required, the stiffener should be cut short.
Corroded lacing bars may be flame-cut from the member and new bars welded in
place without removing the rivets.
New sole plates may replace old ones by welding to the edges of the flanges. The
use of countersunk rivets will thereby be avoided. Water may be excluded from open
holes by welding in a rivet punching. Holes should not be filled with weld metal be-
cause they would be points of large stress concentration.
A broken or cut-back corroded anchor bolt may have a piece of rod welded to the
end and a nut welded on the rod.
Cover plates may be added to girder flanges to increase the section modulus of
the girder. If there is no traffic, cover plates on the top flange should be successively
narrower and those on the bottom flange successively wider to permit downhand welding.
If traffic is to be maintained, usually it is cheaper to make the top cover plates of a
deck girder wider and weld overhead. If the flange is wide it may be necessary to
place slot welds between the fillet welds. If there are rivets in the flange, holes large
enough to contain the rivet heads should be punched in the plate. If the plate requires
and intermediate weld a fillet weld may be run around the perimeter of the hole and
the balance of the hole containing the rivet head filled with plastic cement if it is so
situated as to hold water. The abrupt change of section at the end of a plate is a
point of concentrated stress. This may be lessened by tapering the plate, ending with
a curve. Plates should be clamped tightly to the flange while the weld is being made
and both edges should be welded simultaneously in short stretches.
Flange rivets, splice plate rivets, and beam connection rivets may be reinforced by
fillet welds along the edges of the plate or angle. Beam connections may be reinforced
by adding shelf angles or brackets if clearance allows.
306 Iron and Stec'l Structures
Girder webs may be reinforced by butt-welding plates between the flanges and
fiUet-welding to the web. Special care is required in planning a sequence of we'ding
that will minimize distortion. Slot welds may be required.
Protection of floor members against brine corrosion may be secured by tack-welding
thin sheets over the tops of flanges and to the webs of floor beams.
Gas-corroded overhead bracing may be repaired by cutting out the corroded parts
and welding new sections in place. Corroded laterals and lateral plates may be replaced
without cutting out flange rivets. Chord and web members may be reinforced by adding
web plates of cover plates. Pairs of tension members may be made to resist compression
by welding diaphragms between them or connecting them by battens or lacing bars.
Worn pins may be wedged and welded. The bearing area may be increased by
welding additional pin plates to the member. Loose eye-bars may be cut and shortened.
In this way two bars of a pair may be made to take equal stress. Elaborate methods
for handling such problems have been developed by welding specialists.
Corroded rivet heads may be built up by welding, thereby avoiding the removal
and redriving of the rivets. It should be recognized that this is not a means of rein-
forcing the rivet but only of preventing further reduction by corrosion. The clamping
effect of a driven rivet cannot be restored by welding on a new head.
Building up imperfect castings and filling cavities in castings by welding now is an
accepted practice. Broken machine parts may be repaired without dismantling the
machine if the break is accessible. Worn and broken gear teeth may be restored.
Broken gear teeth in the operating girder of a bascule bridge have been so repaired
without interfering with the operation of the bridge. Where a large section of tooth
is broken out studs may be inserted, the weld metal built up around the studs, and
the tooth finished to exact section by grinding.
The welding of castings usually causes embrittlement. For that reason castings, if of
considerable size and subject to stress, should be annealed after welding.
The foregoing examples give an idea of the great, variety of repair and reinforce-
ment work that may be accomplished by the application of fusion welding. In most
cases not only is the actual cost less than for riveted work but the non-interference with
traffic makes for convenience and economy. The time required usually is less; in many
cases riveted repairs would involve the removal of the member from the structure and
its subsequent replacement, while welding avoids this.
Welding is desirable in residential and business districts, where the noise of riveting
is objectionable.
In most cases it is not necessary to provide temporary supports for the track or
structure, or to relieve the member of dead load stress. Loading tests have shown
by strain gage measurements that the added material takes its proportionate share of
the live load. Below the yield point strain is proportional to stress, therefore both old
and new metal are equally stressed by the live load. However, there are situations
where it may be advisable to relieve the member from stress while making the weld.
Tests on small specimens have shown that under heavy direct tension or compress'on
a large weld, particularly if at right angles to the line of stress, may weaken the mem-
ber so that it will fail by stretching or buckling while hot. Fillet welds transverse to the
Hne of stress may decrease the fatigue resistance.
At the temperature of fusion the metal is molten. The saving characteristic of
electric arc fusion is that the area affected at one time is small and the effect is for a
few seconds only. Gas welding does not have these favorable characteristics and hence
should not be used for welding members under stress.
Iron and Steel Structures 307
Another feature that should be kept in mind is the difference in the ways riveted
joints and welded joints act. A riveted joint functions partly by friction and slips
slightly before the rivets come into full bearing. In a welded joint no such slipping can
take place. The welded joint is stiffer than the riveted joint and therefore more
affected by secondary stresses. Where a joint is partly riveted and partly welded
this difference in manner of functioning should be taken into consideration. The speci-
fications of the American Welding Society assume that all of the dead load is carried
by the rivets and all of the live load by the weld. More experimental work is necessary
to verify this.
Conclusion
It is apparent that the practice of welding is in advance of theory and somewhat
ahead of exact knowledge. There is a large field for research and experimental work
and a great deal is being done in all parts of the world. So much knowledge is now
available that there need be no hesitation in applying welding in repairs and reinforce-
ment. All-welded work should be adopted only after a thorough study, both technical
and economic.
Consistent specifications should be adopted and rigidly enforced. Qualified opera-
tors and experienced inspectors should be employed. It is particularly necessary that
the work be designed and the sequence of welding operations be outlined by a competent
engineer experienced in fabricating welded steel structures.
The "Specifications for Design, Construction and Repair of Highway and Railway
Bridges by Fusion Welding" of the American Welding Society for 1936, cover in deta'l
the materials, equipment, processes, workmanship, and inspection of gas and arc weld-
ing as applied to bridgework, new or old. These specifications may be obtained from
the American Welding Society, 33 West 39th Street, New York City.
Appendix B
(11) OUTLINE OF THE COMPLETE FIELD OF WORK
OF THE COMMITTEE
R. A. Van Ness, Chairman, Sub-Committee; P. S. Baker, F. E. Bates, J. E. Bernhardt,
A. W. Carpenter, W. S. Lacher, H. S. Loeffler, P. B. Motley, H. T. Rights, C. S
Sheldon, S. M. Smith, G. H. Tinker.
(I) Types of Structures
(a) Fixed Bridges
1. Simple spans
2. Continuous spans
3. Arches
4. Rigid frames
S. Cantilevers
(b)
Movable Bridges
1. Swing
2. Lift
3. Bascule
4. Floating
5. Ferry aprons
(c)
Towers and Bents
1. Viaduct
2. Flood light
3. Transmission
^08 Iron and Steel Structures
(d) Turntables
1. Center bearing
2. Three point bearing
(e) Transfer Tables
(f) Steel Frames of Buildings
1. Office
2. Shop
3. Station
4. Freight houses
5. Warehouse?
6. Engine houses
7. Grain elevators
8. Power houses
(g) Terminal Structures
1. Ore docks
2. Coal docks
3. Car dumpers
4. Coaling stations
5. Cinder pits and conveyors
6. Scales
(h) Steel Bearin2 Piles
(i) Steel Cofferdams and Caissons
(j) Masts, Signal Bridges and Telltales
(k) Tanks
(1) Cranes and Hoists
1. Fixed
2. Movable
3. Locomotive
(m) Fabricated Steelwork in Other Structures.
(II) Specifications
(a)
Design
(b)
Materials
' (c)
Fabrication
(d)
Erection, including equipment
(e)
Welding
(III)
Maintenance of Structures
(a)
Protection from the Elements
1 . Drainage
2. Waterproofing
3. Paints
4. Other protective coatings
(b)
Field Inspection
(c)
Rating
(d)
Repair
(e)
Strengthening
(0
Methods of Renewal
or covermgs
(IV) Development
(a) Research
1. Service experience
2. Service tests
3. Laboratory and field investigation
4. Mathematical analysis
5. Interpretation
(b) Behavior of Structures Under Live Load and Impact
(c) Behavior of Structural Members and Connections
(d) Properties of Materials
(e) Effects of the Elements on Materials.
Your Committee recommends this report be accepted as information.
REPORT OF COMMITTEE XVII— WOOD PRESERVATION
C. F. Ford, Chairman; W. R. Goodwin, R. S. Belcher, Vice-
Wm. G. Atwood, L. B. Holt, Chairman;
Z. M. Briggs, G. R. Hopkins, F. D. Mattos,
Walter Buehler, H. E. Horrocks, L. J. Reiser,
C. S. Burt, R. S. Hubley, Dr. Henry Schmitz,
G. B. Campbell, R. P. Hughes, L. B. Shipley,
H. R. Condon, M. F. Jaeger, O. C. Steinmayer,
Dr. VVm. F. Clapp, Dr. A. L. Kammerer, G. C. Stephenson,
E. A. Craft, Edward Kelly, T. H. Strate,
H. R. Duncan, A. M. Knowi.es, W. A. Summerhays,
E. B. FuLKs, A. J. Loom, Dr. Hermann von Schrenk,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
(1) Revision of Manual. Progress in study — no report.
(2) Service Test Records for Treated Ties (Appendix A). Progre.-s report.
(3) Piling Used for Marine Construction (Appendix B). Progress report.
(4) Effect of preservative treatment by use of — (a) creosote and petroleum,
(b) zinc chloride and petroleum. Progress in study — no report.
(5) Destruction by termites and possible ways of prevention (Appendix C).
Progress report.
(6) Effect on preservative in treated ties in track due to blowing off locomotives
on line of road, collaborating with Committees XIH — Water Service, Fire Protection
and Sanitation; XXII^ — Economics of Railway Labor, and XXVII — Maintenance of Way
Work Equipment (Appendix E). Progress report.
(7) Incising of all forest products material. Progress in study— no report.
(8) Investigations being made for the determination of toxicity value of creosote
and creosote mixtures. Progress in study— no report.
(9) Outline of complete field work of the Committee (Appendix D). Progress
report.
The Committee on Wood Preservation,
C. F. Ford, Chairman.
Appendix A
(2) SERVICE TEST RECORDS FOR TREATED TIES
W. R. Goodwin, Chairman, Sub-Committee; Z. M. Briggs, G. B. Campbell, E. A. Craft,
L. B. Holt, R. S. Hubley, Edward Kelly, A. J. Loom, T. H. Strate, W. A. Summerhays.
The table of tie renewals per mile maintained on various roads has been revised to
include data for 1935. Reports of special test tracks are submitted on the following
roads:
Atchison, Topeka and Santa Fe
Chicago, Burlington and Quincy
Chicago, Milwaukee, St. Paul and Pacific at Hartford, Wis. and Madison, Wis.
Chicago, Rock Island and Pacific
Northern Pacific
Union Pacific
The above is offered as a progress report.
Bulletin 391, November, 1936.
309
310
Wood Preservation
STATEMENT SHOWING VARIOUS SPECIAL TESTS AS OF
DECEMBER 31, 1935
Atchison, Topeka & Santa Fe Railway
Year Original Total Per cent Ties Average
Station In- Number Ties Removed Life to
serted Inserted Removed from Track 12/31/35
Sawn Douglas Fir Creosote
Barstow, California 1910 12,910 12,406 96.10 16.66
Sawn Beech Creosote
Justiceburg, Texas 1911 307 82 26.71 21.68
Smithshire, Illinois 1912 386 53 13.73 22.03
Marceline, Missouri 1912 99 19 19.19 22.85
Tecumseh, Kansas 1912 161 161 100.00 16.52
Newton, Kansas 1912 157 30 19.11 22.48
Hewn Engelmann Spruce Creosote
Pinta, Arizona 1928 858 None 0.00 7.00
Sawn Engelmann Spruce Creosote
Pinta, Arizona 1928 1,031 None 0.00 7.00
Sawn Western Yellow Pine 50 per cent Creosote 50 per cent Petroleum
Texico-Lubbock, Texas 1913 8,259 242 2.93 21.77
Hewn Southern Yellow Pine 7 Pounds Mixture 70 per cent Creosote
30 PER cent Petroleum
Mission-Hutchinson,
Kansas 1923 27,603 13 0.05 12.00
Saffordville, Kansas 1923 12,917 244 1.89 12.00
Saffordville, Kansas 1924 107 None 0.00 11.00
Mission-Hutchinson,
Kansas 1925 54 None 0.00 10.00
Sawn Southern Yellow Pine 7 Pounds Mixture 70 Per Cent Creosote
30 Per Cent Petroleum
Mission-Hutchinson,
Kansas 1923 11,791 2 0.02 12.00
Sawn Red Oak 7 Pounds Mixture 70 Per Cent Creosote 30 Per Cent Petroleum
Mission-Hutchinson,
Kansas 1923 1,042 None 0.00 12.00
Hewn Gum 7 Pounds Mixture 70 Per Cent Creosote 30 Per Cent Petroleum
Saffordville, Kansas 1924 152 None 0.00 11.00
Hewn Southern Yellow Pine Zinc Chloride
Newton, Kansas, EB 1904 6,357 6,357 100.00 13.25
Newton, Kansas, EB 1905 9,251 9,218 99.64 13.50
Turner-Holliday, Kansas __ 1918 4,638 4,123 88.90 12.69
Sawn Southern Yellow Pine Zinc Chloride
Newton, Kansas, EB 1904 2,517 2,505 99.52 13.51
Newton, Kan.sas, EB 1905 40 40 100.00 12.87
Turner-Holliday, Kansas.. 1918 673 492 73.11 12.28
Hewn Southern Yellow Pine Creosote
Clements, Kansas 1904 165 159 96.36 19.65
Ponca City, Oklahoma 1904 190 129 67.89 24.27
Perry, Oklahoma 1904 27 27 100.00 23.04
Marceline, Missouri 1905 304 304 100.00 , 14.55
Melvern, Kansas 1906 24,224 17,490 72.20 24.08
Wood Preservation
311
STATEMENT SHOWING VARIOUS SPECIAL TESTS AS OF
DECEMBER 31, 1935— Continued
Ties
Average
'ed
Life to
ack
12/31/35
;
25.83
1
24.24
24.11
i
21.15
)
21.23
i
21.23
t
17.72
)
16.10
14.87
>
15.93
>
21.39
)
22.68
I
19.63
i
16.67
5
21.48
}
21.26
i
21.29
i
21.60
i
17.84
i
16.20
Newton, Kansas
Chillicothe, Illinois,
1913
1926
147
335
None
58
9
3
6
4
39.46
0.00
16.71
23.57
22.27
22.48
21.16
21.87
17.78
16.94
15.81
20.42
25.87
24.95
22.52
23.47
22.77
20.84
20.23
21.75
9.00
Wood Preservation
311
STATEMENT SHOWING VARIOUS SPECIAL TESTS AS OF
DECEMBER 31, 1935— Continued
Atchison, Topeka & Santa Fe Railway
Year Original Total Per cent Ties Average
Station In- Number Ties Removed Life to
serted Inserted Removed from Track 12/31/35
Mission-Hutchinson,
Kansas 1909 106 3 2.83 25.83
St. John-Sylvia, Kansas -._ 1910 40,867 14,860 36.36 24.24
Lewis, Kansas 1910 13,636 5,037 36.94 24.11
Justiceburg, Texas 1911 1,460 640 43.84 21.15
Newton, Kansas, EB 1913 149 62 41.60 21.23
Texico-Lubbock, Texas 1913 100,556 14,509 14.43 21.23
Walton, Kansas 1917 10,845 935 8.62 17.72
Turner-Holliday, Kansas ._ 1918 5,806 1,190 20.50 16.10
Chilocco, Oklahoma 1919 10,268 1,860 18.11 14.87
Chilocco, Oklahoma 1919 3,262 129 3.95 15.93
Sawn Southern Yellow Pine Creosote
Marland, Oklahoma 1904 275 258 93.82 21.39
Perry, Oklahoma 1904 348 332 95.40 22.68
Garnett, Kansas 1905 383 350 91.38 19.63
Argonia, Kansas 1905 572 545 95.28 16.67
Mission-Hutchinson,
Kansas 1909 69 26 37.68 21.48
St. John-Sylvia, Kansas _,_ 1910 9,564 5,971 62.43 21.26
Texico-Lubbock, Texas--- 1913 161,792 23,199 14.34 21.29
Newton, Kansas, EB 1913 151 27 17.88 21.60
Walton, Kansas 1917 1,362 74 5.43 17.84
Turner-Holliday, Kansas .. 1918 994 131 13.18 16.20
Sawn Southern Yellow Sap Pine Creosote
Justiceburg, Texas 1911 376 296 78.72 16.71
Sawn Southern Yellow Heart Pine Creosote
Justiceburg, Texas 1911 374 26 6.95 23.57
Hewn White Oak Creosote
Justiceburg, Texas 1911 375 116 30.93 22.27
Hewn Red Oak Creosote
Justiceburg, Texas 1911 225 58 25.78 22.48
Texico-Lubbock, Texas 1913 171 31 18.13 21.16
Newton, Kansas 1913 150 10 6.67 21.87
Walton, Kansas 1917 4,347 254 5.84 17.78
Turner-Holliday, Kansas.. 1918 2,769 38 1.19 16.94
Sawn Red Oak Creosote
Plevna, Kansas 1907 52 51 98.08 15.81
Justiceburg, Texas 1911 281 110 39.15 20.42
Hewn Gum Creosote
St. John-Sylvia, Kansas... 1909 1,329 58 4.36 25.87
St. John-Sylvia, Kansas... 1910 13,072 488 3.73 24.95
Justiceburg, Texas 1911 362 78 21.55 22.52
Sawn Gum Creosote
Hutchinson, Kansas 1907 392 272 69.39 23.47
Hutchinson, Kansas, M.L.. 1907 230 136 59.13 22.77
Plevna, Kansas 1907 262 226 86.26 20.84
Justiceburg, Texas 1911 338 159 47.04 20.23
Newton, Kansas 1913 147 58 39.46 21.75
Chillicothe, Illinois 1926 335 None 0.00 9.00
A
312 Wood Preservation
STATEMENT SHOWING VARIOUS SPECIAL TESTS AS OF
DECEMBER 31, 1935— Continued
Atchison, Topeka & Santa Fe Railway
Year Original Total Per cent Ties Average
Station In- Number Ties Removed Life to
serted Inserted Removed from Track 12/31/35
Sawn Gum 7 Pounds Mixture 70 Per Cent Creosote 30 Per Cent Petroleum
Saffordville, Kansas 1923 2,766 12 0.43 12.00
Saffordville, Kansas 1924 145 None 0.00 11.00
Chillicothe, Illinois 1926 329 None 0.00 9.00
Hewn Southern Yellow Pine 8 Pounds Mixture 70 Per Cent Creosote Coal-
Tar Solution 30 Per Cent Petroleum
Chillicothe, Illinois 1925 2,104 None 0.00 10.00
Chillicothe, Illinois 1926 2,424 None 0.00 9.00
Hewn Cottonwood 5 Pounds Creosote
Lucy, New Mexico 1923 75 None 0.00 12.00
Sawn Cottonwood 5 Pounds Creosote
Lucy, New Mexico 1923 75 2 2.67 11.87
Hewn Cottonwood 7 Pounds Mixture 50 Per Cent Creosote 50 Per Cent
Petroleum
Lucy, New Mexico 1923 75 None 0.00 12.00
Sawn Cottonwood 7 Pounds Mixture 50 Per Cent Creosote 50 Per Cent
Petroleum
Lucy, New Mexico 1923 75 None 0.00 12.00
Hewn Southern Yellow Pine 8 Pounds Mixture 50 Per Cent Creosote 50 Per
Cent Petroleum
Saffordville, Kansas 1924 8,300 18 0.22 11.00
Mission-Hutchinson,
Kansas 1928 363 None 0.00 7.00
Mission-Hutchinson,
Kansas 1929 26,697 None 0.00 6.00
Mission-Hutchinson,
Kansas 1930 131 None 0.00 5.00
Sawn Southern Yellow Pine 8 Pounds Mixture 50 Per Cent Creosote 50 Per
Cent Petroleum
Mission-Hutchinson,
Kansas 1927 24 None 0.00 8.00
Mission-Hutchinson,
Kansas 1928 3,181 None 0.00 7.00
Mission-Hutchinson,
Kansas 1929 5,894 None 0.00 6.00
Sawn Gum 8 Pounds Mixture 50 Per Cent Creosote 50 Per Cent Petroleum
Saffordville, Kansas 1924 141 1 0.71 10.99
Sawn Western Yellow Pine 8 Pounds Mixture 45 Per Cent Creosote 55 Per
Cent Petroleum
Pinta, Arizona 1928 2,267 6 0.27 7.00
Sawn Western Yellow Pine 8 Pounds Mixture 45 Per Cent Creosote 55 Per
Cent Petroleum Steamed 2 Hours 20 Pounds
Pinta, Arizona 1928 439 None 0.00 7.00
Sawn Western Yellow Pine 8 Pounds Mixture 45 Per Cent Creosote 55 Per
Cent Petroleum Steamed 2 Hours 30 Pounds
Pinta, Arizona 1928 451 None 0.00 7.00
Wood Preservation 313
STATEMENT SHOWING VARIOUS SPECIAL TESTS AS OF
DECEMBER 31, 1935— Continued
Atchison, Topeka & Santa Fe Railway
Year Original Total Per cent Ties Average
Station In- Number Ties Removed Life to
serted Inserted Removed from Track 12/31/35
Hewn Southern Yellow Pine 8 Pounds Mixture 45 Per Cent Creosote 55 Per
Cent Petroleum
Pinta, Arizona 1928 1,853 None 0.00 7.00
Hewn Engelmann Spruce 8 Pounds Mixture 45 Per Cent Creosote 55 Per Cent
Petroleum
Pinta, Arizona 1928 934 None 0.00 7.00
Sawn Engelmann Spruce 8 Pounds Mixture 45 Per Cent Creosote 55 Per
Cent Petroleum
Pinta, Arizona 1928 1,210 None 0.00 7.00
Hewn Western Yellow Pine 8 Pounds Mixture 25 Per Cent Creosote 75 Per
Cent Petroleum
Acomita, New Mexico 1924 998 1 0.10 10.99
Hewn Southern Yellow Pine 8 Pounds Mixture 25 Per Cent Creosote 75 Per
Cent Petroleum
Acomita, New Mexico 1924 999 None 0.00 11.00
Whiteface, Texas 1925 558 None 0.00 10.00
Boise City, Kansas 1925 500 None 0.00 10.00
Hewn Gum 8 Pounds Mixture 25 Per Cent Creosote 75 Per Cent Petroleum
Boise City, Kansas 1925 253 None 0.00 10.00
Whiteface, Texas 1925 254 None 0.00 10.00
Sawn Western Yellow Pine 8 Pounds Mixture 25 Per Cent Creosote 75 Per
Cent Petroleum
Pinta, Arizona 1928 503 None 0.00 7.00
Sawn Western Yellow Pine 8 Pounds Mixture 25 Per Cent Creosote 75 Per
Cent Petroleum Steamed 2 Hours 20 Pounds
Pinta, Arizona 1928 447 None 0.00 7.00
Sawn Western Yellow Pine 8 Pounds Mixture 25 Per Cent Creosote 75 Per
Cent Petroleum Steamed 2 Hours 30 Pounds
Pinta, Arizona 1928 456 None 0.00 7.00
Hewn Ohia Untreated
Stafford, Kansas 1910 132 127 96.21 19.56
Sawn Ohia Untreated
Stafford, Kansas 1910 108 105 97.22 20.79
314 Wood Prcservat i o n
THE BALTIMORE AND OHIO RAILROAD COMPANY
Windsor-Blanchester Test Ties
Report for Year 193S — 25 Years' Service
History of Test
The Windsor-Blanchester tie test section is located in the westward main track
one mile west of Blanchester, Ohio, on the Ohio Division.
The ties were placed March, 1911. As the renewals for the period ending March,
1936 had been completed when the recent inspection was made, this report covers
25 years of service.
Tables describe the kinds of ties, methods of treatment, and conditions of service.
Purpose of Test
(1) To determine the value of various kinds of preservative treatments compared
with the untreated white oak tie.
(2) To determine the value of red oak treated ties compared with treated ties of
other woods (gum, beech, maple, elm, etc.).
Conditions of Test
Age Test ties were placed March, 1911. Renewals for period to March
1936 are complete. This report, therefore, covers 25 years' service.
Traffic Average gross tons per year 5,000,000
Climate Average annual rainfall is 41.4 inches.
Temperature range — average 25 years:
High 96.3° Fahr.
Low — 5.8° Fahr.
Maintenance Maintenance conditions have been uniform for all ties in the test
and are normal for main line tracks in gravel ballast territory.
Derailments
Two derailments have occurred within the limits of this test. The first was in
1913 and was confined to the Timber Asphalt Group. Fifteen ties were damaged to the
extent that it was necessary to remove them from track and eliminate them from the test.
The second derailment occurred in January 1929, damaging 588 ties in the Straight
Creosote Red Oak Group and 204 in the Card Process Other Woods Group. Fifty-three
Red Oaks and thirteen Other Woods were so badly damaged that they were removed
from track and eliminated from the test. The average life of the other damaged ties
will be reduced as a result of the fibers of the wood being crushed, which will make
them more susceptible to decay.
The following statement gives the ties damaged:
Treatment
and Ties Ties
Kind of Wood Placed Damaged
(January 4, 1929)
Straight Creosote
Red Oak 873 584
Other Woods 252 4
(January 4, 1929)
Card Process
Other Woods 1219 204
(1913)
Timber Asphalt
Red Oak 1001 102
Average Life
The average life to date for the different woods in the various groups are given in
the following statement:
Wood Preservation
315
Age of Tie Test — 25 Yeaps
Ave. Life
Treatment Ties to date
and Ties in Removed to Date of ties
Kind of Wood Placed Test No. Per Cent in test
NOTE NOTE
Untreated
White Oak 757 757 751 99.2 10.2
Straight
Red Oak 873 820 170 20.7 24.0
*Other Woods 252 252 128 50.8 19.6
Card Process
Red Oak 1125 1125 634 56.4 20.8
*Other Woods 1219 1205 867 71.9 18.3
Timber
A CpTT AT X
Red Oak 984 969 964 99.5 10.7
Note. — The difference between "Ties Placed" and "Ties in Test" is due to elimination
from test of ties account of removals from derailments.
* Other Woods — Beech, Hard Maple, Gum and Elm.
THE BALTIMORE AND OHIO RAILROAD COMPANY
Herring Run Tie Test — Special Report — 1935
End of 21 Years' Service
Introductory
The Herring Run test tie section locates in the eastward main track at Herring Run,
Md. on the Baltimore division, about seven miles east of Baltimore, Md.
Eighty-five per cent of the test was installed in November, 1914, and the remainder
in August, 1915, in cooperation with the Forest Service of the United States Department
of Agriculture.
The development to date, as set forth in the accompanying report, indicates the
total service life of the untreated ties and the trend of what is to be expected in
service life from the treated.
Purpose of Test
The purpose of the Herring Run test is to determine the economic value of various
kinds of preservative treatments, and incidentally, to note the life of red oak trated ties
compared with red oak ties untreated.
Conditions of Test
( 1 ) Time :
(2) Traffic:
(3) Rainfall:
( 4 ) Tern per at ure :
(5) Maintenance:
All ties in test except Section 14 were installed in November
1914. Section 14 was placed in August 1915. Test, therefore,
is now completing its twenty-first year.
An average of 16,718,000 gross tons per year has been handled
over this track.
The average annual rainfall has been 41.6 inches. This is, no
doubt, sufficient to have caused leaching of soluble preservatives.
Mean average, January 35.5°; mean average, July 77.7°;
extremes, 8.3° to 99.4°.
Maintenance conditions have been uniform over entire test.
Track on entire test raised and ties respaced for 39 ft. rails
during summer of 1926. Track from tie 0 to tie 1916 is pick-
tamped, from tie 1916 to east end of test, machine tamped.
Track on entire test raised in 1929 and 1933 and machine
tamped.
.^6
Wood Preservation
h6
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317
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318
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Wood Preservation
319
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Wood Preservation
it i>
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Wood Preservation
321
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322
Wood Preservation
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Wood Preservation
323
« ^
o S
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ses» other
ecay and
nown
uses'"
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than d
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1 -^r-t ,-1 11
2.0
4.0
2.0
"T.o"
8.2
6.0
16.0
63.7
51.0
41.5
26.0
12.0
100.0
100.0
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26.0
18.0
52.0
72.0
82.0
57.1
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22.6
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Wood Preservation
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T. c
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tar a
. coal
. T. c
1 1 *
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^
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aO per cent
50 per ce
50 per cent
50 per ce
50 per cent
50 per ce
50 per cent
50 per ce
Wood tar c
Low tempe
20 per cent
cent low
Vertical ret
Pintsch gas
Zinc chlorid
10 per cen
cent gas
Untreated
Untreated
Sodium flu
Water gas
Untreated
Untreated
Zinc chlori
Zinc chlori
C o
0) t.
o £
t. a
a^^
o
in
1 ; 1 1 1j3 1 ix
a ; : : : ! ; i ! i
o
<c 1 1
1 «^ I ;i2«£J5
■^ -S -^ 1 i 1 i i ! ai
D.
»1 Jl!.JM
.ij m5^!A:CWMC.iJ
Slipper
Butter
White
Cherry-
Red oa
Red oa
Red oa
Red oa
Red oa
Jack p
•5)0 o
o M.S o o^-a-Sj^
o
O o; 0)
» Or? S Su? o o a-
0)
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tj) d)
«<
Wood Preservation
325
ISLAND
Special Report of Ties
in Test Sec
tiona
- Pall Inapecti
on 1 9 3
5.
(Creosoted Ties "Lowry" Prooeaa - 1907 to 191£ Inolu
aive)
Kind
-H^o.
Df Tiea-
Per
Cent
Avarag©
life Yts.
Estiaatsd
Average
In
Eemaln-
of
sort-
ing in
Re-
Fad
Life Yrs,
Divisions
Location
Ties
Year
ed
Track
moved
1935.
-^-,—
C.H.l)ak.
Clarkaville. la.
S.Cak
1967
545
i;oi
4S
24.8
—30
C.R.Dalc.
Clarkaville. la.
Sum
1907
99
4^
65
£fe.8
26,6
Illinois
Tiskilwo. 111.
R.Oak"
ld08
514
60
85
21.8
iiJ.4
la.Uinn.
Altoona, la.
"
"
477
329
31
23.9
3,^,6
iiisaonri
Princeton, Mo.
"
"
£15
-
100
17.8
17.8
C.R.Dak.
iSly, la.
"
"
1178
501
48
£2.0
£9,3
uo.
Clarkaville, la.
"
"
1641
631
62
22.2
£7,0
".
West Bend, la.
"
"
149
78
48
22.0
29.3
Neb. Col.
Pairbury, Hebr.
"
"
60E
ZOO
41
23.9
30.3
Do.
Ooodland. Kane.
"
"
87
81
8
26,6
i*
Total -
B.Oak
1908
4763
z!5m
S5
2^.1
IT.F
Illinois
Tiakilwa, 111.
Gum
14(56
71
■■ 10
■ ■ TS ■
, ^^^,g . .
63. .i
Miasotixi
ii.DssMoinea.Ia.
"
"
99
43
67
22.2
27.5
C.R.Dak.
Ely, la.
"
"
391
U3
70
19.6
25.7
Do.
Clarkaville, la.
"
"
95
43
53
22,1
26.4
"
Weat Bend, la.
n
"
887
637
29
23,6
32,9
Neb. Col.
Pairbury. Hebr.
"
"
U4
37
68
20.4
86.0
Total -
Sum
ISOfi
16V}
■"555
~~W
■ as.i
2i,6
lUinoia
Tiakilwa, 111.
R.Oak
190^
1326
478
64
■ 21.1
£F,Vk
la. Minn.
Altoona, la.
"
"
1445
1126
23
23.4
32.9
Missouri
Princeton, Mo.
"
"
399
42
90
20,4
21.8
C.R.Dak.
JSly, la.
"
"
971
509
48
22.4
28.2
Do.
Clarkaville, la.
"
"
1590
829
48
22.4
26.8
Heb.Col.
Pairbury, Nebr.
n
"
321
252
£2
24.7
33.3
Do.
Soodland, Kana.
"
"
1118
1011
10
£5.4
#
Kansas
Topeka. Kana.
"
"
921
289
69
21,3
26,0
fotal -
S.Oak
190i>
5(591
45SS
44
22.5
■ sBrj
Illinois
Tiakilwa, 111.
Sum
190$
58
27
60
■21.1
■ 8'7'.'9 ■
la, Minn.
Altoona, la.
"
"
63
58
7
26.3
#
Missouri
E.DesMoines.Ia.
"
"
596
189
68
20«1
£5.0
C.R.Dak.
Ely, la.
"
"
126
37
70
20,7
24.7
Do,
West Bend, la.
"
"
539
424
22
23.9
2?.Z
El P.Am.
Dalhart. Tex.
"
"
894
698
22
24,3
33,2
Total -
Sum
1909
■"gS^'f
1433
jy
'sJS.fi
215", cT
Misaouri
E.DeaUoines.Ia.
Pine
1909
364
U3
69
20.7
26.0
C.R.Dak.
Kly, la.
"
"
£14
115
47
22.8
28,8
Heb.Col.
Soodland, Kans.
"
"
136
108
21
25.0
33, a
El P.^.
ijalhart. Tex.
"
"
165
126
24
2^.9
32.5
Total -
Pine
1909
579
TSS"
48
?.2.6
" I^JT"
Illinois
Tiakilwa, 111.
E.Oak
1910
2638
1526
■ 47
21.8
zi,\
Ia.Minn.
Altoona. la.
"
"
583
536
8
24.2
H
Missouri
Princeton, Mo.
"
"
997
199
80
19,6
22.5
C.R.Dak.
Ely, la.
"
"
2343
1465
37
22.3
£8.7
Do.
Clarkaville, la.
"
■•
1473
919
38
22.4
£8.7
Heb.Col.
pairbury, Nebr.
"
"
1721
1401
19
£3.6
32,4
atJ^KCT.
aidon. Mo,
"
"
4129
2533
39
£2.1
28.4
Kansas
Topeka. Kana.
"
"
437
U9
73
20.1
23, S
Total -
R.Oak
1910
14521
5715'
4(5
"TaTI —
£8 .A
Illinois
Tiakilwa, 111.
Sum
1910
55
Si
40
21,2
28.4
Misaouri
E.DesUoines.Ia.
"
"
309
105
66
19.1
24.2
C.R.Dak.
Ely, la.
"
"
159
70
56
20.2
26.7
DO.
West Bend. la.
"
"
279
226
19
23,5
32.4
Total -
Gum
1910 802
433
u
2T,~Ci —
"""SV--;' ■-"■
Estimated average life
f#- Estimated average life
ar« leas tttan ten per cent
based on Poreat Produotsi
cannot be determined wben
Laboratory Ci-.^tpo
326
Wood Preservation
.BOCK
ISLABD
LIHE3-
Spool al H«port of Ties
In Tee
t Seo
tlons
- Pall
Inspectlon 1935.
(Creoeotsd Ilea "Icrais" J^roci'sa
- ;907 to 1°
1£ Ino:
us ive)
Kind
-IIo. c
t Tiec-
i'er
Cent
Avertige
Life Yrs.
iiatlmated
Average
In
Jieivaiu-
of
sort-
Ing in
Ke-
End
Life Yrs.
Dlvlal one
Lcoatlon
Ties
Year
ed
Traok
noved
1935.
*
MlsaoTiri
E.Des Uolnaa, la.
Pine
Isio
■ X66
96
38
22.2
26.7
C.B.Bak.
iSly, la.
"
"
108
56
48
22.7
27.1
Do.
Oast Bond, la.
"
"
57
52
9
24.4
#
Neb. Col.
Jfalrbury, Nebr.
•*
"
231
205
11
24.2
35.7
Co.
Woodland, Kans.
"
"
7E7
651
11
24.6
35.7
Kansas
Topeka. Kans.
"
"
256
78
70
20.5
23.8
Total -
J?lne
1910
1^34
11S8
E'6
23.4
30.6
Illinois
TlBkllwa, 111.
a.Oak
1911
1099
6(,3
49
20.9.
25.6
la.Mlim.
Altoona, la.
"
"
763
697
28
23.3
29.2
lllsBonrl
frlnoeton, Mo.
"
'!
1803
476
74
20.9
22.2
C.E.Dai.
Bly, la.
"
"
2256
1726
25
22.4
30.0
Do.
West Bend, la.
"
"
89
77
24
22.8
30.0
Neb. Col.
Fslrbury, Hebr.
"
"
51
45
10
23.0
#
Do,
Soodlsjid, Kans.
"
"
105
102
3
23.8
f#
Total -
a. Oak
1911
6166
3665
41
21.8
26.9
la, sunn.
iiltoona, la.
a urn
1911
'299
267
11
23.1
34.2
Missouri
Princeton, Mo.
"
"
707
219
70
19.7
22.8
C.R.DSi.
Ely, la.
"
"
244
187
46
21.4
26.3
Neb. Col.
?alrbury, Nebr.
"
"
67
18
73
17.5
22.4
Total -
H.Oak
1911
1417
691
5k
m?r-
25.B
Illinois
Tisicii»a, 111.
i'lna
1911
6d
■■ 31
55
15.6
24. V
Missouri
Ji.Deallolnes, la.
"
"
56
32
43
20.8
26.6
O.K. Dak.
Claiksville, la.
"
"
1013
882
13
23.1
33.3
Do.
West Bend, la.
"
"
809
755
7
23.3
#
He'o.Col.
Ifairbury, Nebr.
"
"
1496
1304
13
23.0
33.3
Do.
Goodland, Kans.
"
"
1603
1311
19
23.0
31.1
Kansas
Topeka, Kans ,
"
"
146
61
45
22.3
26.3
Total -
I'ino
ISll
5198
4396
IS'
23.(5
32.0
Illinois
Tlskllwe, 111.
K.Oak
IS IS
■ W4
X20"
Si
21.6
26.4
la. Minn.
Altoona, la.
"
"
750
659
12
20.9
32.4
UisaouTl
frlnoeton, Mc.
"
"
331
75
78
16.5
20.9
Do.
E.DasUolnas.Ia.
"
"
5449
4211
23
22.0
29,1
C.B.Dak.
iSly, la.
"
"
465
392
16
23.1
30.6
Nob. Col.
Goodland, Kans.
"
"
83
80
4
22.8
#
STKCT.
Eldon. Mo,
"
"
2416
i8120
13
22.0
31.9
Total -
a. Oak
1912
^iJBB'
1651
21
21.7
BTS
Illinois
Tiakilwa, 111.
Gun
li512
■6Y6
460
S2
21.2
27.3
Ula sour i
S.DesMolnea, la.
"
"
1253
908
28
21.3
28.0
C.R.Dnk;.
iSly. la.
"
"
1232
774
38
20.9
26.4
fotal -
Gun .
is;^
55161
'AUZ
SS
21.1
27.3
C.S.lJak.
JSly, la.
Plna
1S12
U&
240
Si ■
21.^
L1.1
Do.
C larks vUle, la.
"
"
1037
926
11
22.3
32.8
West Bend, la.
"
•?
711
679
5
22.6
#
Neb.Col.
Palrbury, Hebr,
•
"
1370
1187
14
22.2
31.5
Do.
Soodland, Kans.
"
"
536
46 6
13
22.6
31.9
Kansas
Topeka, Kana.
"
"
253
92
65
17.8
22.5
El f .^.
Dalhert, Tex.
"
"
25E
.lee
27
21,5
£8.4
Total -
Pin©
TsIS
4512
—mr
17
i'z„6
aa'.o 1
SPECIAI. TIE
Miasonrl Carlisle.
liSW I.IHE
5578 5307 4.6
J£.»J-
i - Estimated average life based on Forest Produots Laboratory Curve.
if#- Bstimated average life oannot be determined nhen renewals to
data aro less tli&n ten per cent.
Ml
Wood Preservation
327
-BOCK
ISLAUD
LIKEB.
Speoial Hoport
of Tiea in Teat
Sections
- ^aU Inspection 1936.
(Creoaoted
Tlea "HeupinK" Prooeaa - 1908 t
D 1912 Inoluaive)
Kind
-Ho. of Tiea-
Per
Cant
Average
Life Yra.
i^at imated
Average
In
Kemain-
of
aert-
Ing In
Ke-
£nd
Life Yra.
DlTisions
Location
Tl0 8
Year
ed
Track
moTed
1935.
f
i"l P. An,
McLean, Tex,
G\an
ldo6
264
62
69
20 .1
25.9
Ul t.Am.
McLean, Tex.
Vine
1908
1819
476
74
16.9
25.0
Southern
Chloo. Tex.
"
"
710
145
60
16,9
24.3
fotal-
nae
1508
^529
631
75
ie:?
25.0
Ark. La.
01a, Ark.
d.6ak
1909
"Tir
104
86
19.0
22.6
O^ilahczDS
Yukon. Okla.
"
n
e49
13
98
17.2
17.3
Total-
H.Oak
1909
TSTT
"TTf
5"2
16.1
2I.3
irk. La.
Ola, Ark.
dujn
1§09
■ 60
11
66
16.0 ■
22.6
Do.
Leola, ATi..
"
"
385
54
86
16.0
22. 6
Oklahoma
Yukon, Okla.
"
"
546
145
74
20.5
24.0
Do.
Okarohe. Ok,
"
"
71
37
46
22.6
26.2
Total-
Sum
1909
1(58^
247
77
19.0
23.6
Ark. La.
Ola irk.
Leola, Ark.
i'lne
1S09
Y6T2
94
91
17.1
21.6
uo.
"
"
1324
96
93
15.6
20.8
Oklahoma
Yukon, Okla.
"
"
1566
25
99
14.6
15.3
DO.
Okarohe, Ok.
»
"
380
46
68
16.6
22.2
Southern
i;hioo, Tex.
"
"
2386
654
73
18.9
24.3
!Cotal-
Pine
Id 09
6'6M
915
Sf
l6.9
82.4
Ksnaaa
Topeka.Kana.
S.6ak
1916
1237
394
69
20. 6
24:0
Ark. La.
Ola. Ark.
"
"
68
4
94
17.4
19.7
lotal-
K.(5ak
1910
1365
39B
VO
20.4
23.6
Ark, La.
Leola, Ark.
Gum
19 10
60
8
90
14.3
21.0
Oklahoma
Okarohe, Ok.
"
"
73
41
44
21.9
27.7
iStal-
(run
191(5
153
49
66
15.0
24.0
Kansaa
Topaka.Kana.
tine
I9l0
Soi
155
vo
20. V
23.5
Ark. La.
03s, Ark.
"
"
430
34
92
16.8
20.5
DO.
Leola, Ark.
"
"
1861
75
96
14.1
16.5
OklahODs
Yukon, Okla.
"
"
1003
35
97
16.8
17.6
So.
OJmrohe.Ok.
"
"
749
296
*i^
20.0
25.0
Total-
Pine
1910
4644
591'
6Y
16.5
21.5
Kaaaaa
Topeka.Kana.
fi.'Ca'k
19 ll
864
216
76
19.0
22.0
Bl P.iun.
UoLean.Tex.
"
"
517
346
33
21.6
26.5
Oklahoma
Yukon, Okla.
"
"
416
13
97
14. T
17.1
Do.
Okarohe, Ok.
"
"
149
58
61
20.7
24.0
Tital-
B.Oak.
l91l
1946
657
66
16.6
zS.'G
Ark. La.
Ola, iirk.
Gum
1911
66
2&
65
19.1
23.5
Oklahoma
Okarohe. Ok.
"
"
146
84
43
21.2
26.6
Total-
Gum
1911
21'2
107
50
20:1
25.6
Kansas
Topaka.Kana.
Pine
1911
180
85
5^
20.6
25.S
Ark. La.
Ola, Ark.
"
"
5031
431
92
16.5
19.6
Do.
Leola, Ark.
"
"
277
22
92
14.6
19.6
Oklahoma
Yukon, Okla.
"
"
1406
36
96
15.3
16.0
Do.
Okarohe, Ok.
"
"
977
301
70
19.1
22.6
Southern
Chico. Tax.
"
"
29 §^
875
58
19.6
24.5
Total-
Pino
1911
992^
lVE2
8^
1T.1
21:8
El U.Am.
Uo'Leaii.Tez.
H.Oak
lyii;
1B"2'
64
66
17,5 '
23.4
Oklahoma
Yukon, Okla.
"
"
373
19
95
14.9
17.7
Total-
H.Oak
1912
See
83
6i"
15.7
20.1
Oklahoma
Okarohe.Ok.
Gun
191S
■ 26S
136
33 ■
20. 9
27.3
gl l^oAm,
DalhartjTax.
Pine
191S
566
317
u
20.0
' 25.6
Ark. La.
Ola, Ark.
M
"
614
45
93
15.4
18.4
Do.
Leola, Ark.
"
"
1761
205
69
14.3
19.6
Oklahoma
Yukon, Okla.
"
7
1579
82
95
14.5
17.7
Do.
Okarohe, Ok.
«
"i'
1426
548
62
18.2
23.0
Southern
Chloo. Tex.
"
"
946
349
63
19.3
22.7
Total-
Pine
1912
ee^s
1546
W ■
16.4
20.9
t - Eatims
itad average 1
li?e has
ed on
IfoTes
t Pro due
ta' lal)
oratory &«
rve.
Bote: "duping" treated tiea covered by this report were more or less
danayad by rallwear prior to application of tie platea.
328
Wood Preservation
Northern Pacific Railway Company
Record Test Track No. 1-A
Location Mile Post 89, near Rice, Minn., to Milepost 103^, near Gregory, Minn.
In Eastward Main Track on St. Paul Division. Ties laid in Spring of
1917. Established as Record Test Track January 10, 1922.
Ties 44,159 Hewed Minnesota Tamarack.
Treatment Brainerd Tie Treating Plant, December, 1916. Air Seasoned. Bored and
adzed for 90-lb. rail. Treated by Lowry Process, 6^ lb. per cubic foot
with Creosote-Coal Tar Solution 80 per cent Creosote and 20 per cent
Refined Coal Tar.
Analysis of Preservatives
Spec. Gravity at 38° C 1.074
Water 000
Distillation:
210° 1.1%
235 10.7
270 28.6
315 15.2
355 18.7
Residue 25.6 Soft Paste
Track Originally 90-lb. rail with N.P. standard angle bars and 7" X 9" tie
plates. Average gravel ballast about six inches under the ties. In 1923
about three and a half miles of washed gravel from Darling Pit was placed
on the East end of this track. In 1928 four miles (M.P. 93^ to 97i/^)
were relaid with 100-lb. rail and 7^" X 10^" tie plates.
Renewals No renewals up to 1928.
1928 — 1 tie account decay. Showed signs of having been partially
decayed when treated.
1929 — 239 ties account derailment.
1930 — No renewals.
1931 — 3 ties account decay.
1932 — No renewals.
1933^ No renewals.
1934 — No renewals.
1935 — 214 Decay at rail base caused by mechanical wear.
1936 — 1785 Decay at rail base caused by mechanical wear.
Total — 2242 Ties renewed, 5.08 per cent after 19 years.
Average life of ties removed — 18.1 years.
Date of last inspection — October 1, 1936.
Wood Preservation
329
Northern Pacific Railway Company
HEMLOCK TEST TRACK
Designated by U.S. Forest Service as Project L-214.
Location Between milepost 120 and Milepost 121+2350. Westward main track,
West end of Missoula yard; 400 ties east and 1,400 ties west of Cemetery
crossing, Missoula, Mont., Rocky Mountain Division.
Ties 1,800 (summary by species shown below)- Treated at Paradise, Mont.,
and placed in track February, 1910. 1910 dating nail driven in each tie.
Treatment At Paradise Tie Treating Plant, February, 1910. Air Seasoned, not bored,
adzed or incised. Lowry Process. 6^4 lb. per cu. ft. Creosote coal-tar
solution. SO per cent No. 1 Creosote and 20 per cent refined coal tar.
Track Ties originally laid without tie plates. 7-in. by 9-in. tie plates applied
within first two years. In 1926, track relaid with 100-lb. rail and 7^-in.
by 10%-in. N.P. plates. Ballast is ordinary pit-run gravel and drainage is
not considered good.
Summary by Species and Record of Renewal
Annual inspections and reports made since 1917 when, on account of
derailment, the first tie was removed. Positive identification of ties by
species made in 1928 in cooperation with U.S. Forest Products Laboratory
proved as shown below. The 49 ties replaced previously had been reported
as Western Hemlock.
Identification Ties Average
of 1910 Ties Laid Total Per Years
Remaining in 1928 1910 17 24 26 28 29 32 33 34 35 36 Ties Cent Per Tie
Western Hemlock 1072 1 1 4 43 26 49 28 43 29 42 266 24.81 22.27
Western Larch 436 S 9 8 18 9 11 63 14.45 23.44
Douglas Fir 166 6 4 1 5 3 19 11.44 22.79
True Fir 102 14 1 6 4 1 26 25.49 21.50
Spruce 18 5 3 1 9 50.00 20.44
White Pine 2 None
Ponderosa Pine 3 None 1 1 33.33 26.00
Aspen 1 None __i:
Total 1800 1 1 4 43 59 61 42 68 47 58 384 21.33 22.40
Six ties removed prior to 1928 were broken by derailments. Others all
removed account decay hastened by damage from past derailments and
mechanical wear at rail base.
21.33 pej- cent renewals after 26 years.
Average life of ties replaced, 22.4 years.
330
Wood Preservation
CO O
w
JO 0)
01 V
2:^
.S'O
^1
O 13
".a
^Tl
>»4J
C C
S"
•s "
>
fe
W H
a . eg
■6 0 -'tsS
OS 5f s Ea
"t3 <u
p a, ooiH
o a
wPh
--1?f
So
go 0
°-r
g^£
feci J.
ji^
^J3 &
- ' - '
•* -^iJ
CO 00
OS
CO -C tj
S " o
o " J^
^ - S
O >« 3
iJ dP3
■2- g
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tCTi; o
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am « m
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Wood Preservation
331
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Jbi
■S.S
> 3^
•3 " 3
o as
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to ri
no;
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334 Wood Preservation
Appendix B
(3) PILING USED FOR MARINE CONSTRUCTION
Wm. G. Atwood, Chairman, Sub-Committee; C. S. Burt, Wm. F. Clapp, H. R. Condon,
G. R. Hopkins, H. E. Horrocks, M. F. Jaeger, Dr. A. L. Kammerer, A. M. Knowles,
F. D. Mattos.
The Committee submits its report herewith on the present condition of the long-
time test pieces under its observation, together with such other pertinent information
as it has obtained during the year.
Tropical Timber
Since there are no reports this year from other sources than the Panama Canal all
such records will be found in the report from the Canal.
PANAMA CANAL
Through the courtesy of Colonel C. S. Ridley, Governor of the Panama Canal Zone,
the Committee is able to submit the following report from that area:
"In connection with the annual inspection of timbers undergoing test for resistance
against marine borers at Balboa, C. Z., please be advised that the 1936 inspection was
performed by James Zetek on September ISth and under date of September 26th he has
submitted the following report with the attached photographs and reprint from the
Nautilus.
'In previous reports mention was made of the various marine growths present on
these timbers. Most of these forms have little direct relation to the teredo, limnoria,
or pholad problem, except that some of these species reduce the amount of surface
exposed to limnoria attack. In case of the teredo, the outer opening is so small that the
encrusting life can have little effect. It is rare to find oysters completely covering
the timber. If oysters cover any teredo holes, such teredos will die. As to pholads,
the outer openings are likewise small, though larger than those of the teredo.
'It is interesting to note the great variety of marine growth found. Most of these
are attached to the surface of the timbers, and in most cases cause no damage to the
wood. Among these are certain algae, sponges, bryozoans, hydroids, the brachiopod
Discinisca cumingii, tunicates (ascidians), certain of the marine worms and bivalve mol-
lusks such as oysters, Anomia peruviana, etc. Of sponges several species are found and
usually the growth is luxuriant. Among the worms are representatives of the Polynoidae,
Nereidae, Terebellidae, Serpulidae, and tube dwelling oligochaetes of the clas Gephyrea.
Sometimes the gastropod moUusks of the family Vermitidae are found attached in num-
bers. Other forms of life are not definitely attached, but move about, and are therefore
variable in both species and number. Of these the gatsropod mollusks of the genera
Phyllonotus, Thais, Anachis, Cypraea, Latrius Triumphis, Cantharus, Vitularia, Crepidula,
Crucibulum, etc., are frequently found. Chitons are also present. Brittle stars are
frequent visitors.
'A recent paper on the Sponges by Dr. M. W. Laubenfels will be of interest (A
Comparison of the shallow water sponges near the Pacific end of the Panama Canal
with those at the Caribbean end, Proc. U.S. Nat. Museum, Vol. 83, No. 2993, July 31,
1936).
'I am now able to definitely place the two pholad mollusks which burrow in these
timbers. The Pholadidae are a very difficult group of bivalves and the entire family is
in need of careful revision. The larger of our two pholads is Martesia striata L. The
smaller, more globose one, is a new genus and species which R. A. McClean and I
recently described as Hiata infelix (The Nautilus, XLIX, No. 4, April 1936, pp. 110-111).
A copy of this paper is attached to the original of this report.
'As to the limnoria problem, a special effort was made to determine if all of the
surface damage is due to limnoria, or if we also have Sphaeroma, which in some regions
causes severe damage. All of the forms seen were limnoria, and no Sphaeroma were
found, nor was there any work suggestive of Sphaeroma.
Wood Preservation
335
'The dominant teredo was Neobankia zeteki Bartsch. Lack of time prevented an
extensive examination of all the teredos found in the samples cut from the timbers;
however, the several hundred seen were of the above species.
'Only the Goodale Process tests (No. 1720) were closed at this time. Several others
are definitely failures and could have been closed at this time.
'A-Untreated Timbers
'Anoura, No. 1609-2, Conepia sp., Dutch Guiana, 8" X 8" X 24", submerged Sep-
tember 13, 1923. Very little marine growth on sides and ends. Gribble damage as be-
fore, the amount of surface worn away about J^ inch. Both pholads present in fair
number. Teredos apparently not very numerous, confined close to surfaces and small in
size. Otherwise the timber is very sound. Most of the surface damage is due to gribble.
'Basra Locus or Angelique, No. 1612-3, Dicorynia paraensis Bentem, Dutch Guiana,
8" X 8" X 24", submerged September 13, 1923. Very little marine growth on surfaces.
Gribble damage not severe. Teredos appear to be small in size and confined close to
surfaces, and in number appear more numerous than in Anoura. Both pholads present.
Most of the damage is due to pholads.
'FoENGO, No. 1608^, Parinarium ? campester Aulb., Dutch Guiana, 8" X 8" X 24",
submerged September 13, 1923. Abundant marine growth, especially sponges on ends
and sides. Both pholads present, very numerous. Gribble damage not severe. Teredos
small, confined close to surfaces.
'Sponse Hoede, No. 1610-5, Licania macrophylla Bentham, Dutch Guiana,
8" X 8" X 24", submerged September 13, 1923. Abundant marine growth especially of
sponges, ascidians and oysters. Both pholads plentiful. Gribble damage not severe.
Sections were cut in 1932 and 1933. Another 3" section was cut this year. It shows
a very sound interior with few teredos, these very small and confined close to the sur-
faces. On the four sides there were 52 pholad holes, mostly Martesia striata.
'Manbarklak, No. 1613-7, Eschwilera longpipes Miers., Dutch Guiana, 8" X 8" X 24",
submerged September 13, 1923. The specific name I believe is correct but other species
of Eschwilera (E corrugata) and Lecythis ollaria are also called Manbarklak. Abundant
marine growth, especially sponges, oysters and ascidians. Gribble damage small. Teredos
appear to be small, few in number and confined close to the surfaces. Both pholads
present and these do most of the damage.
Fig. 1. — Malabayabas — 13 Years' Exposure.
336
Wood Preservation
'Malabayabas, No. 1618-9, Tristania decorticata Merr., Philippine Islands,
12" X 12" X 13" submerged September 13, 1923. A very heavy timber, very hard.
Considerable marine growth, especially of sponges. Gribble work light. Both pholads
plentiful. Teredos few in number, small and confined close to the surfaces. Section cut
in 1933 showed the timber to be sound within. Cut face this year was in good shape
except for a few pholad cavities. Another section 2 in. thick was cut this year. It
shows few very small teredos close to the surfaces and only a few pholad cavities. The
timber is very sound. On drying in the sun it checked considerably and these checks
show in the photo (Fig. 1).
Fig. 2. — Kajol Lara — 11 Years' Exposure.
'Kajol Lara, No. 1615-11, Metrosideros sp., Celebes, 6^" X 6^" X 30", submerged
October 26, 1925. Much marine growth. Gribble very light. Both pholads present.
Teredos appear to be small and close to surfaces, not abundant. A 3 in. section was
cut this year. It shows the timber to be exceptionally sound even close to the surfaces.
Teredos do not penetrate more than Y^ inch (Fig. 2).
'Kajol Malas, No. 1616-12, Parastemon urophyllum, Sumatra, 6" X 6" X 30", sub-
merged October 26, 1925. Considerable marine growth. Gribble work comparatively
light. Both pholads present, not abundant. Teredos few in number, small, all close to
surfaces. Sections cut in 1932 and 1934, and another 3 in. section cut this year. It
shows the timber to be very sound.
'Kolaka, No. 1637-13, Celebes, 6" X 6" X 30", submerged April 15, 1932. Not
much marine growth this year. Very little gribble damage. Pholads few in number.
Teredos small, close to surface, not plentiful. Timber very sound.
'Alcornoque, No. 1617-14, Dimorphandra mora B. & H., Panama, 6" X 6" X S3",
all heartwood, submerged November 22, 1927. Very little marine growth. Gribble
work very light. Both pholads present, limited numbers. Teredos do not seem to be
plentiful and the timber appears to be very sound.
'Brush-Box, No. 1625-22, New South Wales, 6" X 6" X24", submerged April 19,
1929. Very little marine growth, mostly oysters. Gribble work light. Both pholads
present, not plentiful. Teredos not very numerous, generally very small. Sections were
cut in 1931 and 1934. Another 2-inch section was cut this year. Except for the very
limited teredo work (none over 3/16 inch diameter) the timber is in very good shape.
Wood Preservation
337
Greenheart, No. 1638-23, Nectanda rodioe, Demarra, light brown heart,
8" X 8" X 31", submerged July 18, 1932. Much marine growth especially on the lower
end from which section was cut last year. Gribble work very light. Pholads rather
plentiful. Teredos appear to be more numerous than last year but the timber is not as
yet honeycombed. As a test it is a failure but because of the interest shown in teredo,
it is thought best to leave these timbers in the test plot at least another year or two.
'Greenheart, No. 1640-26, Nectanda rodioe, yellow heart, Demarra, 8" X 8" X 31",
submerged July 18, 1932. Much as last year and apparently more teredos. Gribble work
light. Pholads not very plentiful. See 1935 report.
'Greenheart, No. 1639-24, Nectanda rodioe, Demarra, dark brown heart,
8" X 8" X 31", submerged July 18, 1932. Much marine growth, especially sponges.
Gribble work light. Teredo picture shows increase over last year. A 3-inch section was
cut and shows a large number of teredos, some ^ inch in diameter, but no pholads in
this section (Fig. 3).
"0
Fig. 3. — Greenheart-
Exposure.
Years'
Pholads more
Timber sound
'Turpentine Wood, No. 1621-25, Syncarpia laurifolia, New South Wales,
6" X 6" X 33", submerged, April 19, 1929. Considerable marine growth. General ap-
pearance not different from last year. Pholads not very plentiful. Gribble work light.
Timber except for the Hmited teredo and pholad damage, is in very excellent shape.
"Turpentine Wood, No. 1621-27, Syncarpia laurifolia. New South Wales,
6" X 6" X 33", submerged April 19, 1929. Much as the preceding one.
plentiful but teredo limited in size and number. Gribble work light.
otherwise.
'Teak, No. 1643-18, grown at Summit, C.Z., Tectona grandis L., 2" X ^Vs" X 36",
submerged April 15, 1936. Some marine growth on the surfaces, especially oysters. No
pholads seen and no definite signs of teredo found. Gribble work nil.
B — Treated Timbers
'Amarhlo, No. 1630-30. Chlorophora tinctores, Panama, treated with AREA No. 1
coal tar creosote, 9^" X 12^" X 9', one end scarfed after treatment. Much marine
growth of all sorts all over the timber. General appearance the same as last year except
that the pholads are more plentiful. A section was cut along the scarfed face, about
8" wide and 2" thick. See photos which show a fair number of rather large teredo
burrows. Amarillo is not resistant to teredo and when creosoted acts much like any
other creosoted timber. Scarfing after treatment exposes wood not as heavily impregnated
as that nearer the surface.
'C.W.S. A-17, No. 1707-10, creosote 19 lb. per cu. ft., 5 in. diameter X 20 in.,
submerged August 25, 1931. Considerable marine growth. Much gribble damage espe-
cially in the end, more than last year. A section was cut this year and shows 8
teredos, some }i inch in diameter, mostly in the center where the impregnation was not
good. This test should be closed next year.
'C.W.S. B-17, No. 1708-15, Creosote plus 0.71 per cent methyl arsenious oxide,
28 lb. per cu. ft., 6^" diameter X 20", submerged August 25, 1931. Marine growth not
338 Wood Preservation
abundant. More gribble damage, especially to end than last year. No section was cut
and I was unable to determine positively whether teredos were present. The timber
appears to be quite sound.
'C.W.S. D-17, No. 1710-17, creosote plus 2.5 per cent dinitrophenol, 20 lb. per
cu. ft., S" diameter X 20", submerged' August 25, 1931. Much marine growth especially
oysters. Surfaces not in bad shape. Last year a 4" section was cut and a few live
teredos were found in the sapwood. This end is worse this year with much more
evidence of gribble action.
'Panama Canal Copper Cement Paint, Creosoted Fir, No. 1714-29, ends only
coated with the paint. Size 3" X 12" X 30", submerged April 20, 1933. Much marine
growth. Considerable gribble work. No section was cut because the general appearance
indicated soundness (which does not eliminate the possibility of some teredos).
'As above except untreated Almendro, P.C. stock, No. 1718-34, size 6" X 6" X 30",
submerged April 20, 1935. Much marine growth. A section cut last year had four
teredos, largest of these 1.4 inch in diameter. The timber appears to have more teredos
this year and as it is a failure it should be closed next year when a careful examination
can be made.
'Also as above except untreated Greenheart, P.C. stock. No. 1719-35, size
6" X 6" X 30", submerged April 20, 1933. Much as last year. Section cut last year
had one teredo, so that the toxic cement paint gives no added protection.
'Goodale Process, No. 1720-16, 7 pieces on the same rack, received from Dr. Wm. F.
Clapp of Boston. Submerged April 27, 1936. Numbers 2, 3, 10, and 11 were
4" X 6" X 8" and Numbers 18, 21 and 22 were 2" X 4" X 18". All are pressure treated
180 lb., and the end result is supposed to be an insoluble toxic salt in the cells of the
wood. Only five months exposure and ALL are decided failures. Such as are not
thoroughly honeycombed would be in another month or two. All 7 Closed.
'So far there has been no evidence of chelura in this locality.' "
A further report, dated October 5th, reads as follows:
"Under date of October 1, 1936, Mr. Zetek has submitted the following, supplementary
to his 1936 report on the condition of the timbers in the marine borer tests in the Canal
Zone."
'Herewith brief report on the marine wood boring Crustacea, supplementary to my
1936 report on the condition of the timbers in the marine borer tests at Balboa, C.Z.'
'Only three species are known to be of economic importance. These are:
Order Isopoda, Family Limnorhdae, Limnoria lignorum (Rathke)
Family Spheromidae, Sphaeroma destructor Richardson
Order Amphipoda, Family Cheluridae, Chelura terebrans Phil.
'In so far as our tests are concerned, only Limnoria lignorum is at present involved.
Neither Sphaeroma nor Chelura have so far been found.
^Limnoria cannot withstand low salinity nor silting. Sphaeroma on the other hand
can live in waters of low salinity. Sphaeroma is found from Florida and Venezuela, and
from the New England coast. If it occurs in Panama, it would be more likely on the
Atlantic side.
^Chelura terebrans is very destructive in Europe and recently has been found along
the New England coast. It often practically drives out Limnoria.
'There seems to be much interest of late m the Chelura-Sphaeroma distribution and
if these two genera should be found here, it will in all probability be on the Atlantic
side. I would suggest that several timbers be submerged both at Balboa and some-
where on the Atlantic side for the express purpose to furnish abundant crustacean
material for study. When these are removed I should be advised.
"Mr. Zetek's suggestion will be adopted and a report on the timbers included in the
subsequent years reports."
CHEMICAL WARFARE SERVICE SPECIMENS
Series No. 1
No. 1 — 1 per cent solution of ammoniacal copper carbonate.
Only two specimens remain under test of those submerged in 1925. The one at
San Juan, P.R. shows heavy teredo and limnoria attack and the San Francisco Bay
specimens show attack by limnoria and bankia.
Wood Preservation ^^^
No. 2 — 1 per cent diphenylamine chlorarsene in creosote.
Test pieces at San Juan show a slight limnoria attack while those in San Francisco
Bay and at the Puget Sound Navy Yard are in good condition after 11 years.
No. 3 — 0.75 per cent diphenylamine chlorarsene and O.S per cent phenyldichlorarsene
in fuel oil.
All test pieces have been destroyed except those in San Francisco Bay and those
show heavy attack by limnoria and bankia.
Series No. 2
Test specimens were treated at the Edgewood Arsenal in 1931. Controls were
treated with AREA No. 1 creosote and the other specimens with the same creosote to
which was added varying proportions of methylarsenious oxide, diphenylamine chlorar-
sene, and dinitrophenol. Similar series were prepared using the same chemicals with
fuel oil as the carrier.
These test pieces were submerged under the direction of the Corps of Engineers at
Fort Tilden, N. Y.. and Castle Pinckney, S. C, by the Bureau of Lighthouses at San
Juan, P. R., by the Panama Canal at Miraflores, the Southern Pacific Company in San
Francisco Bay, by the Bureau of Yards and Docks of the Navy Dept. at the Naval Air
Station at Pensacola, Fla., the Puget Sound Navy Yard at Bremerton, Wash., the Pearl
Harbor Navy Yard at Pearl Harbor, H. I., and the Cavite Naval Station at Cavite, P. I.
The test at Cavite has been closed because of the heavy attack by pholads.
The creesoted pieces at all stations are showing attack by both crustacean and
molluscan borers through the ends of the pieces which were not properly treated but
there has been little or no attack in the creosoted section of the timber. There is, so
far, no indication that the chemicals added to the creosote have had any effect.
The oil treated pieces which depended entirely on the toxicity of the chemicals have
been attacked. Those at Fort Tiden and in San Francisco Bay show very light attack
but at most of the other stations the attack varies from heavy to complete destruction.
S.^N Fr.\ncisco Bay Tests
Barrett Manufacturing Co. Material
These test pieces were treated with creosotes especially prepared under the direction
of Dr. von Schrenk and S. L. Church and were placed under test in January 1923.
Information is contained in previous reports as to the materials used for impregnation.
The test is for the purpose of finding out the effect of changes in the composition of
creosote on the service life of the timber. There are 32 different specimens and after
13 years' submersion there has not been sufficient attack to make it possible to draw any
conclusions. The untreated control pieces have been replaced several times because of
heavy attack.
Marine Test Piles
The following tables 1-A to 1-D, give the 1936 condition of four sets of test piles
driven in 1919 and 1920 at Seattle, Wash., Tiburon on San Francisco Bay, San Pedro
and San Diego. Each set originally consisted of seven piles as follows:
3 old creosoted fir piles, originally driven in 1890 Table 1-A
1 " » " " " " " 1901 " 1-B
2 new freshly creosoted fir piles " " 1919-20 " 1-C
1 " untreated fir pile " " 1919-20 " 1-D
The untreated piles were destroyed in three or four years, leaving six piles in
each set.
The set at San Diego was exposed for test by the Atchison, Topeka and Santa Fe
Railway Co. in their wharf No. 63 until this wharf was dismantled in 1925. After being
repaired these piles were redriven by the Southern Pacific Company at Long Beach,
Cal., and the test continued.
Test Piles — Table 1-A
Creosoted fir piles from Southern Pacific Company Old Long Wharf, Dock "A",
Oakland, originally driven in 1890, pulled in 1919 and redriven elsewhere. Exposed to
marine borer attack 46 years to date.
340
Wood Preservation
Redriven for Test
1936 Inspection
Mark
A 6
A 8
A 32
Date
1920
1920
1920
A 19 1919
A 28
A 29
1919
1919
A 5
1890-
1919
A 20
1890-
1919
A 34
1890-
1919
A 2
A 2
1890-
1920
1925
A 7
A 7
A 33
A 33
1890-
1920
1925
1890-
1920
1925
Railroad Location Remarks Borers
NP Ry Seattle No sign of live teredo Teredo
NP Ry Seattle No sign of live teredo and
NP Ry Seattle No sign of live teredo Limnoria
Very little teredo action is shown but there is con-
siderable Limnoria action between high and low tide
NWP RR Tiburon Pile is checked between the tide lines. Teredos have
entered in two places. Also evidence of Limnoria. Teredo
Pile leaning to the north but no noticeable change Limnoria
since 1935. Bankia
NWP RR Tiburon Condition good. No evidence of borer attack. do
NWP RR Tiburon Condition good. No indication of borer attack. All
tags in place. do
SP San Pedro Pile has 16 ft. of water at low tide. Limnoria work-
ing above copper plate placed over three small holes Limnoria
1 H" deep located at low tide.
SP San Pedro 24 ft. of water at low tide. do
Good condition, no change.
SP San Pedro Two holes 3" deep, filled with asphaltic cement in
1927 and covered by copper plate. 16 ft. water at low
tide. No change, condition good. do
AT&SF San Diego Pulled in 1925. Redriven Long Beach do
SP Long Beach 14 ft. water at low tide. Holes of 1925 repaired. do
Destroyed by Str. Wapama 8-8-33
AT&SF San Diego Pulled in 1925. Redriven Long Beach do
SP Long Beach Holes of 1925 repaired. No change, condition good. do
AT&SF San Diego Pulled in 1925. Redriven Long Beach. do
SP Long Beach 14 ft. water at low tide. Holes of 1925 repaired, no
change, condition good. do
Test Piles— Table 1-B
Creosoted fir piles from Southern Pacific Company Old Long Wharf, Dock "E",
Oakland; originally driven in 1901; pulled in 1919 and redriven elsewhere; exposed to
marine borers 35 years to date.
Redriven for Test
1935 Inspection
E 42 1919 NWP RR Tiburon
E 38 1919 SP
Mark Date Railroad Location Remarks
E 46 1920 NP Ry Seattle No sign of live teredo but considerable Limnoria ac-
tion between high and low tide.
Checked in a few places between tide lines. Marine
borers have entered in a few places. Holes repaired
Jan. 1925 by filling with petrolastic cement and cov-
ering with copper plate. Plate replaced in 1935.
Filled holes in good condition. No new attacks.
San Pedro 22 ft. water at low tide Slight Limnoria attack in
1923 at low water, also 1929 and 1932. Cavity 1 }i" x
3" X 2" deep 2 ft. below high water, repaired
with hot asphalt, sand and cement and covered with
copper plate March 1933. Below plate 50 per cent of
surface eaten off by Limnoria from i o inch to ■* ( inch
and several feet below low water. Patched place in
good condition no visible change since 1935 inspec-
tion.
1920 AT&SF San Diego Pulled in 1925 and redriven Long Beach.
1925 SP Long Beach Light attacks at low water in 1927 and 1929. Borers
2 ft. below high water 1929 to 1934. 25 per cent of
pile eaten off by Limnoria in 1935. Inspection of 1936
shows no change. 14 ft. of water at low tide.
E 50
E 50
Borers
Bankia
Limnoria
Teredo
Bankia
and
Limnoria
Limnoria
Limnoria
Wood Preservation 341
Test Phes— Table 1-C
Freshly creosoted fir piles exposed to marine borer attack for 15 years to date.
Driven for Test 1936 Inspection
Mark Date Railroad Location Remarks Borers
47 1920 NP Ry Seattle No sign of teredo attack. Some Limnoria action be- Bankia
tween high and low tides. Limnoria
48 1920 do do Check near bottom showed teredo sign, also small
check 15 ft. above bottom, Nov. 1933. Not serious. do
No live teredo. Considerable Limnoria action be-
tween high and low tide.
43 1919 NWP RR Tiburon Condition good. No attack. Teredo
44 1919 do do Condition good. No attack. Bankia
Limnoria
40 1919 SP San Pedro Ground exposed at low tide. No attack. Limnoria
41 1919 do do Ground exposed at low tide. No attack. do
51 1920 AT&SF San Diego Pulled in 1925. Redriven Long Beach. do
52 1920 AT&SF San Diego Pulled in 1925. Redriven at Long Beach. Limnoria
52 1925 SP Long Beach 14 ft. water at low tide. Some holes in 1925 repaired.
No sign of attack since.
NEW ENGLAND MARINE BORER ATTACK
The Marine Piling Investigation conducted by the New England Committee, under
the direction of A. H. Morrill, Chief Engineer, Boston & Maine Railroad, has been
actively continued during the past year. The value of the data obtained from the use
of test boards has resulted in a considerable increase in the number of boards being
operated in the area from Norwalk, Conn., to Newfoundland. The New Haven Railroad
has also maintained test boards in New York State at the entrance to the East River
and the Erie Railroad is continuing to maintain two boards in Newark Bay. The
number of boards in active operation has increased from 79, in February 1935, to 152,
in October 1936. Twenty additional boards are soon to be submerged along the Con-
necticut Coast, which with the boards operated by private corporations and not directly
under the supervision of the New England Committee, will bring the total to
approximately 190.
The test board was originally designed to act more or less as a trap to secure mate-
rial for laboratory study, to obtain more accurate information in connection with
breeding seasons, length of Hfe, the rate of destruction and other little known factors in
the life history of marine borers. The boards have fulfilled these requirements and
have been of great value in demonstrating clearly for the first time the correct solution
for many previously disputed problems.
The increase in the number of boards has been due to some extent to the desire to
obtain more accurate information concerning the fauna and flora existing beneath marine
structures where it had been suspected that one or more of the marine borers might be
present. While it is possible that a few teredo, bankia, limnoria or chelura, might be
existing in the piling or cribbing without appearing in the test boards, it has been
demonstrated innumerable times that no measurable attack can occur without its being
recorded in the test boards. Divers' examinations and the pulling of piles have shown
that the rate of marine borer activity in the timbers has been very accurately recorded
in the test boards.
The test boards are therefore being increasingly used as a form of insurance to
provide advance information of any marked increase in the activity of any of the
destructive organisms.
Wharf Inspections. — Because of the increase in destruction in recent years in the
wharves in New England harbors due to the action of marine borers, careful inspections
of piling beneath many of the important structures have been made.
It is obvious that specific cases of severe destruction can rarely be cited because
of the possible influence on property values. It can, however, be stated that over
100,000 piles have been examined by divers trained in this particular work, and several
thousand samples have been obtained for laboratory study. Each individual pile in
some of the larger wharves in Boston harbor has been examined three times in as many
years. The records of these inspections demonstrates without exception a measurable
and rapidly rising increase in destruction due to marine borer attack. The rate of
increase, the organisms responsible and other data resulting from these inspections check
closely with the indications of the test boards submerged beneath these structures.
In one of the large whar\'es in East Boston where marine borer attack has neces-
sitated extensive and costly replacements, a diver's inspection, completed in October 1936,
342 Wood Preservation
indicates that practically all remaining untreated piling has lost an inch or more in
diameter since the previous inspection in the fall of 1935.
When, recently, the temporary bridge at Fore River, Quincy, Mass., was removed, it
was found that the piling which had been in service only two years had lost an average
of more than one inch in diameter.
Service Records. — As a result of the inspections mentioned above, it has been pos-
sible to record valuable information in connection with the material used in replace-
ments. Several hundred new piles which have been treated with various retentions of
creosote and varying percentage solutions of creosote — coal tar have been tagged, and
in addition the exact location of the piling, the date of placing has been recorded. In
addition several test installations of special concrete, cast iron and other pile splices
have been made. Two damaged piles have been provided with protection by means of
a proprietary protective casing of concrete. This method has been used successfully in
southern waters, its value in northern waters will be indicated by the service record of
these piles.
Exposure Tests. — Timbers treated with various grades of creosote have been sub-
merged under the direction of the New England Committee, in the harbors of Portland,
Me., Boston, New Bedford and other harbors. Greenheart, Manbarklak and other
timbers are also under test.
Testing Stations (New England). — The testing station established by the New
England Committee at the State Pier at New Bedford has been discontinued. The test
boards from this pier in 1935 showed only a light attack compared to that of previous
years. It appeared that the placing of a large number of creosoted piles in this struc-
ture was the cause of this reduction in borer activity because there was no apparent
decrease in the attack in other structures in the harbor.
All material under test was moved to Newport, R. I., and resubmerged under the
care of the Public Works Officer at the Naval Training Station. More than 200 treated
tests together with a number of specimens of metals and materials to which protective
coatings have been applied are under observation.
Testing Grounds (Tropical).— A number of test stations have been established in
the West Indies and Central and South America with the assistance of the United Fruit
Company, the Standard Oil Company of New Jersey, the Standard Fruit Company and
others. It is not intended to continue to operate all these tropical and semi-tropical
stations, but it is hoped that where attack is found to be most severe and destructive
organisms most abundant, that one or two permanent testing grounds may be established.
At these points accelerated tests may be carried on with duplicates of the specimens
at Newport.
Associated Organisms. — Much study has been given to the problem of predicting
attack by study of the associated organisms. Progress is being made out because it is
found that much biological judgment has to be used this method cannot safely be used
except by a trained biologist and he has to take many factors into account. Certain
encrusting organisms are undoubtedly associated with the borers but even if they are
present, their physical condition has to be taken into account as well as other char-
acteristics. It has been hoped for a long time that this method of predicting attack
could be so simplified that it could be used by a well informed Engineer but this is
not yet possible.
The New England Committee has published two "Progress Reports" which give full
information regarding methods and materials used in the study and also the results
obtained at each test station occupied. Report No. 1 has 209 pages and No. 2 has 249.
The intensity of attack has varied ever since the committee study was started. The
conditions since the last report to this Association have been as follows:
Chelura Terebrans. — The study of the test boards has revealed an interesting
factor in the life cycle of chelura terebrans. In March 1936 this species completely dis-
appeared from the test boards at all of the stations at which it had been abundant. This
suggested that if some unfavorable factor was responsible, it must be very widespread
to the extent that the area from Boston, Mass., to New London, Conn., was affected.
No trace of chelura could be found on any of the test boards for four months. On
August 1, 1936, specimens appeared in the blocks at Newport, R. I., and on August 3 at
Nantucket, Woods Hole and South Boston. In a very short period of time at all the
stations where chelura had previously been recorded, large numbers had reappeared. In
October 1936 the species was found to be as numerous and destructive as before. The
disappearance of chelura during this period may prove to be connected with the breeding
Wood Preservation 343
habits since a large proportion of the females examined in August were found to be
gravid.
LiMNORiA. — The test boards continue to show that the limnoria attack is increasing
in practically every location where it is found. This is particularly true at Portland,
Me., and Boston, Mass.
Untreated piling removed from a temporary bridge at Fore River, Mass., after a
service of slightly less than two years showed the result of an exceptionally severe
attack. In 1923, test boards had shown comparatively few limnoria. Many of the piles
mentioned above showed attack an inch in depth, which would mean a two-inch loss in
diameter.
A special test board removed from the water on November 1, after being submerged
for three months in East Boston, contained many living limnoria tunneling at a depth
of half an inch.
Teredo navalis on the other hand has been less active during the summer of 1936
than in the previous years. In Plymouth, New Bedford and many other locations,
where in 1934 and 1935 heavy sets of teredo were found on test boards, in 1936 the set
was comparatively very light. The resulting destruction will consequently be greatly
reduced. At Searsport and Portland in Maine, in Lynn and Boston, Mass., no sets
have been recorded during the 1936 breeding season.
A study of the available salt water temperature records indicates a lower average
temperature in Boston and Plymouth, Mass., and Portsmouth, N. H. It is possible that
this decrease in teredo navalis activity may be due to unfavorably low temperatures.
It can be stated, however, that along the entire New England coast the rate of
destruction due to limnoria has, on the average, shown a marked increase. Chelura
attack may be said to have remained approximately the same in 1936 as in 1935.
Teredo navalis has shown a decided decrease in numbers due to very light sets where
previously heavy sets had occurred, and to a complete absence of surviving embryos in
1936 where light sets had occurred in 193S.
SEA ACTION COMMITTEE
Institution of Civil Engineers — England
The first report of this committee was issued in 1920 and "Interim Reports" in
pamphlet form have been issued annually since that date. In 1935 the "Fifteenth
Report" was issued. This report is a comprehensive summary of the work done and
results obtained in the fifteen years work.
The investigations of the committee were designed to secure information with regard
to the four principal materials used for marine construction purposes as follows:
"1 — ^The Preservation of Timber
2 — The Corrosion of Steel and Iron
3 — The Preservation of Steel and Iron
4 — The Deterioration of Reinforced Concrete"
The study of the first subject was carried on along similar lines to those followed
by the Chemical Warfare Service and other investigators in the United States. The
English investigators, however, used alcohol as a carrier for the various chemical toxics
as well as fuel oil which was the material used in this country. Both used creosote as
well. The English test specimens were widely distributed for test among important
Empire ports, having diverse water conditions.
The conclusions of the committee are as follows:
"1. Within the range of the experiments, no process for the preservation of timber
was found more satisfactory than that of impregnation with creosote*; the efficacy of
Summary*
The Panama Canal tests continue to show the high resistance of several of the
tropical timbers under test. So far as is known, no advantage has been taken of this
information by engineers responsible for wharf construction.
Because of the imperfect treatment of the Chemical Warfare tests pieces it appear?
probable that these pieces will be destroyed before anything is learned as to whether the
chemicals added to the creosote have given added protection.
The Pacific Coast tests still fail to yield any information as to the relative value of
the different creosotes and while the old Southern Pacific piles begin to show some
attack it is not yet serious. The oldest of these piles are nearly 50 years in service.
.U4 Wood Preservation
this process depended on the completeness with which the penetration of the creosote
into the timber had been effected.
"2. With the soft-wood timbers usually employed in dock and harbor engineerinp:
there was the well-known difficulty in obtaining penetration of creosote by the usual
processes.
"3. It was found that satisfactory penetration of the creosote into the timber was
obtained when the timber had been previously incised. The depth of the penetration
was governed by the depth of the incisions.
"4. In some cases it was found that there was a danger of injuring the timbers
if the depth of incisions exceeded ^ inch.
"S. The best results were obtained when the incising immediately preceded the
creosoting.
"6. Some hardwood timbers used in marine constructions readily absorbed creosote
when treated by the usual processes.
"7. Creosoting by the Bethell or similar processes was found a convenient and
generally satisfactory method of impregnation.
"8. It was not found that the process of creosoting by the methods described
affected the strength of the timber to any material degree, though when a high tem-
perature (150 C.) was adopted in the Griffith process some reduction in strength was
observed.
"9. The arsenical compound, chloro-dihydrophenarsazine, commonly known as
'D.M.', proved very deadly to teredo when in the state of free swimming larvae. It
was readily inserted into the timber by being added to the creosote during the ordinary
process of creosoting. Although concentrations of this compound to the extent of
5 per cent have been added to the creosote, no definite increase in the preservative
qualities of the creosote became apparent, since the controls impregnated with creosote
only were also fuUy protected during the course of the experiments.
"10. Experiments with crude mineral oil as a vehicle for the poison showed that
the oil alone conferred no protection, but indicated that when D.M. was dissolved in it,
it was efficient for such distance as the D.M. penetrated.
"11. The experiments did not definitely show creosote to be efficient in the case of
crustaceans such as limnoria, though it appeared to have some useful effect against
chelura.
"12. Merely painting the surface of the timber with the preservatives was found to
be quite ineffectual.
"13. Crude napthalene proved less efficient than creosote. The activity of creosote
seems to depend not on the phenols but on the hydrocarbons of high boiling point, less
volatile than napthalene."
The method of preparing and testing the various ferrous specimens has been fully
described in the reports of this Committee. The conclusions of the English Committee
as a result of the ten year testis are as follows:
"1. The maximum differences in resistance to corrosion by the various metals were
shown in the aerial and fresh water tests. In the half tide, and more particularly in
the complete-immersion tests in sea water, the metals behaved more alike.
"2. On the whole there appeared little to choose between the wrought irons and
the ordinary carbon steels used in this research in their mean resistance to the various
types of corrosion studied. The carbon steels proved superior to the wrought irons in
their resistance to aerial corrosion, whilst in fresh water there was nothing to choose.
In the half-tide tests the wrought irons were slightly superior and in the complete-
immersion tests in sea-water the wrought irons were decidedly superior to the steels.
Steel high in sulphur and phosphorus but low in manganese (0.22 per cent C, 0.10
per cent S, 0.07 per cent P, 0.34 per cent Mn) proved erratic in its resistance to corrosion.
"4. Increasing the carbon content of ordinary steel from about 0.24 to 0.40 per cent
did not appreciably affect the resistance of the metal against corrosion.
"S. The presence of mill scale accentuated in a marked manner the tendency to
localized corrosion and pitting. This was evident under all conditions of exposure to
which the metals were exposed.
"6. The cast irons resisted aerial corrosion exceedingly well, comparing favorably
with the best of the alloy steels tested in this research. They also resisted fresh water
Wood Preservation 345
reasonably well. In the half-tide and complete-immersion tests in sea water corrosion
frequently penetrated to the middle of the bars through pores and casting flaws. The
extent of penetration was only ascertainable by fracture of the bars.
"7. The addition of 0.6 and 2.2 per cent of copper to mild carbon steel markedly
increased the resistance of the metal to aerial and fresh-water corrosion. This advan-
tage, however, did not appear to be maintained in the half-tide and complete-immersion
tests in sea-water.
"8. High chromium steel of the type containing about 13.6 per cent of chromium
satisfactorily resisted atmospheric and fresh water corrosion. In the half -tide and com-
plete-immersion tests in sea water the test bars suffered serious localized corrosion with
frequent perforation. This refers to bars tested both with their mill scale on and when
ground and polished.
"Q. The addition of 3.75 per cent nickel to 0.31 per cent carbon steel enhanced
markedly its resistance to aerial and fresh water corrosion. In the half-tide and com-
plete-immersion tests the nickel steel, however, whilst losing decidedly less in weight,
manifested a tendency to deeper localized corrosion which reduced the advantage of the
nickel content.
"10. Steel containing 36.6 per cent of nickel proved highly resistant to all forrns
of corrosion. It was the most resistant of all the materials tested. Steel of this
composition also showed comparative freedom from pitting.
"11. Placing dissimilar metals in contact did not lead to any pronounced results in
the aerial tests. In all other tests it was found that:
(a) Ordinary mild steel in contact with wrought iron was partially preserved
at the expense of the wrought iron.
(b) Chromium steel and high nickel steel in contact with ordinary carbon steel
were protected from corrosion at the expense of the latter.
"12. Cold working of the bars by bending did not lead generally to any appreciable
increase in their total corrosion."
The report on the methods of preparation and testing of the paint tests are too
voluminous for quotation but the conclusions were as follows:
"1. It was found that steel plates which have once been exposed to corrosion
should be thoroughly cleaned by sandblasting or otherwise prior to the application of
the protective coat. Painting on top of mill scale was found to be unsatisfactory as
compared to painting on steel from which the scale had been removed; it resulted in
greater loss of weight and deeper pitting. Removal of scale by corrosion in sea water
was however unsatisfactory.
"2. Multiple coats of paint generally afforded better protection than single coats.
"3. The use of litho-oil as a vehicle with iron oxide gave encouraging results In
the aerial and half-tide tests.
"4. The dilution of 96.5 per cent of iron oxide pigment with about 12^ per cent
of kaolin, silica or mineral white exerted no appreciable effect on the protective power
of the paint.
"5. On the whole there was little to choose between the different iron oxides tried.
"6. Red and white lead paints proved rather superior to iron oxide in the aerial
and half-tide tests, but somewhat inferior in the complete immersion tests.
"7. In general, red lead containing 65 per cent of Pb304 proved slightly superior to
that with a higher PbsO* content.
"8. Red lead paints proved somewhat superior to white lead paint in the aerial
and half-tide tests. In the complete-immersion tests the reverse was true, while mixtures
of red and white lead gave intermediate results.
"9. Lead chromate paint yielded promising results.
"10. An anti-fouling paint containing oxides of copper and zinc gave results inferior
to those obtained with the iron oxide paint in the complete-immersion tests.
"11. Galvanizing proved very successful with a coating of about 20 oz. of zinc per
square yard.
"12. Coal tar gave excellent results and proved, under all circumstances, much
better than iron oxide and lead paints.
346 Wood Preservation
"13. Coal tar from horizontal retorts was superior to that from vertical retorts,
whether applied hot or cold. It was improved by the addition of slaked lime.
"14. Bituminous solution gave poor results in the serial tests but excellent results
in the half-tide and complete-immersion tests.
"15. Oil paint was satisfactorily applied to a tarred surface after the latter had
been first treated with three coats of shellac."
The studies of the Deterioration of Reinforced Concrete have been carried on for a
shorter time and less valuable results have, as yet, been obtained. The most important
fact so far demonstrated is a clear indication that the addition of puzzolanas to both
high early strength and normal Portland cements adds materially to the durability.
Conclusions
It is recommended that this report be received as information and the subject
continued.
Appendix C
(5) DESTRUCTION BY TERMITES AND POSSIBLE WAYS
OF PREVENTION
Dr. Hermann von Schrenk, Chairman, Sub-Committee; Wm. G. Atwood, E. A. Craft,
F. D. Mattos, W. A. Summerhays.
The Sub-Committee on Termites this year can make only a progress report.
While numerous instances have been reported to the Committee, none of them present
anything radically different from similar attacks referred to in previous reports of the
Committee. One outstanding case, however, deserves notice.
The Committee is indebted to R. S. Belcher, of the Atchison Topeka and Santa Fe
Railway, for the very interesting photograph given herein showing the destruction of a
12 X 12 inch Douglas fir post removed from the outbound freight house at China Basin,
San Francisco, Cal. Unfortunately, there is no authentic record as to exactly when this
timber was placed, but it is believed that it has been functioning for about twelve years.
The reason for publishing this photograph is to call attention to the extremely effective
manner in which termites will destroy the inside of a structural member. The three
sections shown represent successive pieces from the bottom towards the top of the post
and show how the termites operate. They first attack the springwood and as they
progress, the entire wood is hollowed out until there is practically nothing left. Note
how they carefully avoid the heartwood which remains in the interior of the lower
lefthand photograph looking like a small round post and also how they avoid all the
knots. See Fig. 1 and 2.
The above is offered as a progress report.
I
Wood Preservation
347
Fig. 1. — Damage Done By Termites.
348
Wood Pre?ervation
Fig. 2. — Damage Done By Termites.
Wood Preservation 349
Appendix D
(9) OUTLINE OF COMPLETE FIELD OF WORK OF
THE COMMITTEE
C. F. Ford, Chairman, Sub-Committee; the Committee as a Whole.
1. Preservative Treatment of Wood
(1) Adaptability of woods for preservative treatment.
(2) Effect of structure of wood upon its permeability.
(3) Relation of amount of preservative and depth of penetration to resistance
against decay.
(4) Effect of preservatives on the inflammability of woods.
(5) Diagrams — Rate of seasoning of ties.
(6) Fungi which live on structural timber.
(7) Comparative value of types of treatment.
(8) Choice of treating process.
(9) Weight of air dried woods.
(10) General provisions.
2. Preparation and Handling of Wood Before and After Treatment
(1) Grouping.
(2) Stacking.
(3) Seasoning.
(4) Adzing, boring and framing.
(5) Care of wood after treatment.
3. Preservatives — Specifications
Creosote.
Creosote — Coal Tar Solution.
Zinc Chloride.
4. Treating Processes — Specifications
Creosote and Creosote Coal Tar Solutions.
(1) Full-Cell process.
(2) Lowry "
(3) Rueping "
(1) Zinc Chloride
(2) Zinc Chloride and Creosote Card process.
(3) Zinc Tannin.
5. Measuring and Sampling Creosote
(1) Volume correction table.
(2) Water in creosote.
(3) Standard method of sampling concrete in tank cars.
(4) Simplified method for taking samples of creosote in tank cars.
(5) Methods of accurately determining absorption of creosote.
6. Specifications for Creosote Analysis
(1) Wate?.
(2) Insoluble in benzol.
(3) Specific gravity.
(4) Distillation.
(5) Specific gravity at 38 deg. 15.5 deg. C. of creosote fractions.
(6) Float test.
(7) Coke residue.
(8) Standard methods for the determination of tar acids in creosote.
350 Wood Preservation
7. Methods of Chemical Analysis of Zinc Chloride
(1) Preparation and standardization of solutions.
(2) Determination of insoluble or basic zinc chloride.
(3) Determination of zinc.
(4) Estimation of iron and alumina.
(5) Determining the strength of zinc chloride solution.
(6) Directions for the use of Iodine Potassium Ferricyanide Starch reaction test
for determining zinc chloride.
(7) Determination of zinc in timbers.
8. Douglas Fir — Specifications for Preservative Treatment
(1) Artificial seasoning.
(2) Air seasoned.
9. Forms for Reporting Inspection
10. Boring of Bridge and Switch Ties for Spikes Before Treatment
11. Service Test Records of Structural Timber, Including Piling
12. Preservatives
(1) Relation of amount and depth of penetration to resistance against decay.
(2) Use of crude petroleum.
(3) Use of petroleum tar creosote.
(4) Use of wood creosote.
(5) Use of water-gas tar creosote for ties.
(6) Use of zinc chloride petroleum.
(7) Sodium fiouride.
(8) Directions for determining penetration in wood.
13. Miscellaneous
(1) Curves showing average life of ties.
(2) Comparative value of treatments for ties.
(3) Leaching tests, zinc chloride treatment.
(4) Creosoted versus zinc treated ties, line of demarcation.
(5) Value of treatment of ties.
(6) Curve-tie renewals in relation to average life.
(7) Factors governing for maximum service life of zinc chloride treatment.
(8) Factors governing tie renewals per mile of track in any one year.
(9) Use of coal tar in creosote.
(10) Protection of piles against marine borers.
(11) Treatment to be used for Atlantic and Gulf Coast Marine Piling.
(12) Marine piling investigation Pacific Coast.
(13) Mechanical protection of piles against marine borers.
(14) Steaming— effect on woods (W. K. Hatt).
(15) Strength of ties treated with crude oil. (W. K. Hatt)
(16) Strength of treated timber.
(17) Preservative treatment of white oak ties.
(18) Preservative treatment of tropical timbers for ties.
(19) Termites — Destruction and possible ways of prevention.
(20) Definitions of terms used in wood preservation.
(21) Creosoted water tanks.
(22) Service test of treated ties — annual progress report. ♦
(23) Effect of preservative treatment. Progress in study.
(a) creosote and petroleum.
(b) zinc chloride and petroleum.
(24) Effect on preservative in treated ties in track due to blowing off locomotives
on lines of road. Progress in study.
(25) Incising of all forest products. Progress in study.
(26) Investigations being made for the determination of toxicity value of creosote
and creosote mixtures. Progress in study.
Wood Preservation
3S1
Frank Cummings Shepherd
352 Wood Preservation
jFranb Cwmmingss ^i)cpf)erb
A MEMOIR*
Frank Cummengs Shepherd, son of Joseph Choate Shepherd and Martha Colby
Shepherd, was born on December 31, 1870, at Gloucester, Mass., and died on August 6,
1935. He came from an old New England family, for many years outstanding in the
development and activities of Massachusetts. His grandfather was a farmer, and for a
time was in the contracting business, largely road construction, constructing the first
road built between Gloucester, Mass., and Rockport, Mass. His grandmother was an
artist of much skill.
Mr. Shepherd's father, a soldier in the Civil War, ran away from home to join
Company G of the 8th Massachusetts Volunteers. He was the youngest man to go
from Gloucester. Later he owned and conducted a grocery and provision business in
Gloucester. From his father, Mr. Shepherd may have inherited his interest and skill in
things military, for it is recorded he played an outstanding part in the activities of the
High School Cadets, becoming Adjutant of the Regiment. Following his graduation
from the Gloucester High School in 1888, he entered the Massachusetts Institute of
Technology, from which he graduated in 1892.
Mr. Shepherd was an Engineer of broad experience. Prior to entering the em-
ployment of the Boston and Maine, he was connected in engineering capacities with the
following:
1. At Charlestown, Boston, Mass., in the construction of a large water main of
the Metropolitan Water Works under the Mystic River.
2. At Boston, in the construction of the first section of the Tremont Street Sub-
way between Sollay Square and Park Street and, later, in the construction of the
Boylston Street Subway.
3. At Portsmouth, N. H., in the construction of a dry dock at the United States
Navy Yard.
4. In Boston, as Superintendent of the Street Cleaning Department.
5. In New York, as Resident Engineer in the construction of the Grand Central
Terminal in 1902 and 1905.
6. With J. G. White Co. of New York in construction of foundations for the City
Investing Building and in the construction of power plants in Canada and Georgia.
7. With Stewart Bros., in the construction of the Barge Canal at Oneida River,
New York.
Mr. Shepherd entered the employment of the Boston and Maine Railroad in April,
1912, serving as Construction Engineer and Engineer of Construction from April, 1912
to February, 1914. During this period the railroad was engaged in the physical re-
habilitation of the property and he had charge of the planning, estimating and designing
of many large improvements, among which the following were completed under Mr.
Shepherd's supervision: ^
1. The construction of a 9J4 mile extension of the Connecticut River Railroad,
leased by the Boston and Maine, from Hinsdale, N. H., to Brattleboro, Vt., including
yard rearrangement at Brattleboro, elimination of grade crossings, a new freight yard
and a new passenger station at Brattleboro.
2. The construction of many sections of second main track.
3. The elimination of many large grade crossings.
4. The construction of new freight classification yards, together with enginehouse,
coaling, sand and water facilities at numerous places, including Mechanicville, N. Y.,
where the Boston and Maine makes interchange with the Delaware & Hudson Railroad.
5. Construction of new interlocking plants, new passenger stations, turntables,
freight houses, etc.
6. The construction and improvement of shop facilities, particularly that of a new
motive power and car shop layout at Billerica, Mass.
• Memoir prepared by R. S. Belcher, C. S. Burt, W. F. Cummings, E. A. Craft, O. C. Steinmayer
and Dr. Heimann von Schrenk,
Wood Preservation 353
In 1914, Mr. Shepherd was appointed Valuation Engineer. In this capacity he
organized and carried through the work of his Company in connection with the Federal
Valuation of Railroads by the Interstate Commerce Commission. He was one of the
real pioneers in valuation work and an outstanding authority on valuation.
In 1917, he was made Principal Assistant Engineer and in 1920, Assistant Chief
Engineer, in which capacity he acted until 1926. During this period Mr. Shepherd made
an investigation of the use of treated ties and timbers, resulting in the building of a
timber treating plant at Nashua, N. H., for the treatment of railroad ties, timbers, and
piling, and in addition, miscellaneous material for commercial use.
He was advanced to Chief Construction Engineer in 1926, and while in this posi-
tion, had supervision of the construction of new coal handling facilities at the Railroad's
wharf properties in Boston and the construction of a new passenger station and
auditorium in Boston.
Mr. Shepherd was appointed Consulting Engineer in 1927, and served in that
capacity until his death in 1935. As Consulting Engineer, he had charge of all engineer-
ing matters connected with the Railroad's relations with public authorities.
About 1934, teredo, limnoria and other marine borers gave evidence of their pres-
ence in New England waters and under his direction and chairmanship, a committee was
formed to investigate and study the situation, this committee including representatives
of the various railroads, city and state departments, and commercial concerns interested.
With characteristic energy and efficiency, Mr. Shepherd got this work underway, and
under his direction a great deal of valuable information has been collected.
Mr. Shepherd was a member of:
Boston Society of Civil Engineers New England Railroad Club
American Society of Civil Engineers (Past-President — 1927-1928)
American Railway Engineering Association New England Marine Piling Investigation
(Chairman — Wood Preservation Committee) (Chairman)
American Wood Preservers' Association
(Second Vice-President)
(Member — Executive Committee)
He was the recipient of the Desmond Fitzgerald Medal from the Boston Society of
Civil Engineers for the best paper presented before the Society for the year 1925. The
subject of the paper was: "The Preservative Treatment of Ties on the Boston and
Maine Railroad".
Mr. Shepherd was admitted to membership in the American Railway Engineering
Association, September 12, 1916, was made a member of Committee XVII — Wood
Preservation in 1924, served as Vice-Chairman of that Committee in 1925 and 1926, and
as Chairman from 1927 to 1935. He was also a member of Committee XXVI — Stand-
ardization from 1927 to 1935, and a member of the Special Committee on Waterproofing
Railroad Structures from 1933 to 1935.
While keenly interested in such sports as baseball, football and polo, Mr. Shepherd
only actually took up golf. He was a member of the Commonwealth Country Club of
Chestnut Hill, Mass., and was active in the government of the Club. He was exceed-
ingly fond of reading and had an excellent library.
On June 8, 1897, he married Alice M. Elwell at Newton, Mass., who with their
son, Thomas Elwell Shepherd, three grandchildren and a sister, Ella Shepherd, survives.
A man of broad experience, keen judgment, fairness and kindliness in his dealings,
he endeared himself to all with whom he came in contact. A sense of personal loss has
been felt by his associates who remain to mourn the loss of a loyal friend and a lovable
companion.
REPORT OF COMMITTEE XXII— ECONOMICS OF
RAILWAY LABOR
F. S. ScHWiNN, Chairman;
Lem Adams,
L. L. Adams,
C. W. Baldridge,
H. B. B.ARRY,
W. R. Bennett,
F. J. Bishop,
W. H. Brameld,
W.C.Brown,
H. A. Cassil,
J.I. Catherman,
Armstrong Chinn,
G. W. Curtis,
W. O. Frame,
K. H. Hanger.
W. S. Hanley,
H. H. Harsh,
A. C. Harvey,
Elmer T. Howson,
C. A. Johnston,
H. E. KiRBY,
C. R. Knowles,
G. M. Magee,
J. B. Martin,
G. M. O'Rourke, Vice-
chairman;
J. S. McBride.
F. N. N\t;,
J. A. Par ant,
P. T. Robinson,
F. H. Rothe,
Wm. Shea,
H. M. Stout,
J. B. Trenholm,
W. H. Vance,
C. R. Wright,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
1. Revision of Manual. Progress in study — no report.
2. Analysis of operations of railways that have made marked progress in the re-
duction of labor required in maintenance of way work (Appendix A). Progress report.
3. Economics of methods of weed killing. Progress in study — no report.
4. Organization of forces and methods of performing maintenance of way work
(Appendix B). Progress report.
5. Out-of-face renewal of track in view of the increasing life of basic units of track
construction. Progress in study — no report.
6. Economies in labor to be effected through increased capital expenditures
(Appendix C). Progress report.
7. Economies in track labor to be effected in the maintenance of joints by welding
and the use of reformed bars (Appendix D). Progress report.
8. Effects of recent developments in maintenance of way practices on gang organ-
ization (such as use of heavier rail, treated ties and labor-saving devices which make
practicable small section forces, and conducting the major part of maintenance work with
extra gangs). Progress in study — no report.
9. Comparative costs of maintaining track on various kinds of ballast (Appendix
E). Progress report.
10. The effect of higher speeds on the labor cost of track maintenance (Appendix
F). Complete and presented as information.
11. Rules and Organization, reviewing subject-matter in Chapter XII in 1929
Manual and Supplements thereto pertaining to Economics of Railway Labor. No report
— subject withdrawn.
12. Outline of complete field of work of the Committee (Appendix G). Complete,
with recommended conclusions for publication in the Manual.
The Committee on Economics of Railway Labor,
F. S. ScnwoNN, Chairman.
Bulletin 391, November, 1936.
355
356 Economics of Railway Labor
Appendix A
(2) ANALYSIS OF OPERATIONS OF RAILWAYS THAT HAVE
MADE MARKED PROGRESS IN REDUCTION OF LABOR
REQUIRED IN MAINTENANCE OF WAY WORK
H. A. Cassil, Chairman, Sub-Committee; Lem Adams, F. J. Bishop, W. H. Brameld,
J. I. Catherman, W. O. Frame, Elmer T. Howson, H. E. Kirby, J. B. Martin,
J. A. Parant, F. S. Schwinn, Wm. Shea, J. B. Trenhohn, C. R. Wright.
Following the completion of the report on the Lehigh Valley Railroad, submitted
in 1934 and printed on pages 348 to 353, inclusive, of Vol. 36 of the Proceedings, the
Norfolk & Western Railway was selected as the next road to be studied. For many
years that railroad has recognized the economy resulting from improvement of its road-
bed and track structure and has consistently followed the policy of investing a liberal
share of its earnings in such improvements. After the relinquishment of Federal control
in 1920, this policy called for expenditures for maintenance of way and structures wh ch
increased to a maximum of $16,413,152 in 1926. In that year the operating revenues
also reached a peak of $120,409,038. These expenditures made possible a reduction of
maintenance of way and structures expense in the succeeding years. In 1929 such expense
had fallen to $14,838,067, although revenues were almost as great as in 1926.
However, the reduction in the labor portion of this expense was proportionately
greater than the total reduction. In 1927 it was found that labor expense could be
somewhat reduced and in 1928 very marked reduction was possible. Some further re-
ductions were made in 1929 and 1930 and, as a result of the improvements made up to
that time, the drastic reduction in revenues which occurred in succeeding years could
be met by an even greater proportionate reduction in the maintenance of way and
structures expenses.
In the Lehigh Valley study, the years 1915, 1916 and 1917 were used as a basis for
comparison with later years up to 1929, inclusive. In the case of the Norfolk & Western,
1923 has been used as a starting point for comparison with following years up to 1935,
inclusive. As a matter of fact, the so-called test period of 1915, 1916 and 1917 was far
from normal, owing to the disturbance of industrial and traffic conditions by the World
War. This period was followed by Federal control. In the latter part of 1920 and 1921
the first post-war depression occurred and in 1922 expenses were affected by strikes, so
that 1923 is the first year that can really be considered normal since the beginning of
the World War in 1914.
It is the Committee's opinion that, as its studies are from time to time made on
various roads, the pre-war period will have less and less importance, and that such
studies should begin with the first normal year after the war and include the latest years
for which statistics are available. This extends the period under study to include the
years of depression, and allowance must be made for this feature. A large part of the
reduction in man-hours in recent years on the Norfolk & Western Railway, as on all
other roads, is due to reduction of traffic and the resultant revenues.
Attention is therefore called in this report to reduction in man-hours which took
place in the six-year period from 1923 to 1929, as well as those in the 12-year period
from 1923 to 1935.
The following table shows the total man-hours expended in maintenance of way
and structure work for the j'ears 1923 to 1935, inclusive; also the man-hours per mile
of track and the ratio of those in each year to those of 1923. It also shows the revenue
tons per mile of road for the same years and the ratios to 1923:
Economics of Railway Labor 357
Total Man-Hours Per Mile of Track Net Tons Per Mile of Road
Year Man-Hours Man-Hours Ratio to 1923 Net Tons Ratio to 1923
1923 16,382,414 3,790 100.0 4,986,630 100.00
1924 18,109,558 4,162 109.8 5,413,566 108.6
1925 20,516,513 4,648 122.6 6,106,114 122.7
1926 21,462,956 4,847 127.9 7,496,093 150.3
1927 19,991,924 4,481 118.2 6,702,062 134.4
1928 14,745,301 3,287 86.7 6,699,065 134.3
1929 14,082,150 ,1,120 82.3 7,468,588 149.8
1930 14,010,662 3,070 81.0 6,243,503 125.4
1931 10,829,971 2,345 61.9 4,808,004 96.4
1932 6,856,461 1,495 39.4 3,793,276 76.2
1933 7,298,709 1,612 42.5 4,4)' 701 88.7
1934 8,292,750 1,835 48.4 4,785,908 96.0
1935 8,541,450 1,907 50.3 5,055,477 101.4
The decrease in man-hours per mile of track from 1923 to 1929 was 17.7 per cent,
although traffic had increased 49.8 per cent in the same period. Man-hours per mile of
track decreased by 49.7 per cent between 1923 and 1935, while traffic was 1.4 per cent
greater in 1935.
Chart No. 1 shows the number of cross- tie renewals per mile of track. These num-
bered 363 in 1923, 424 in 1924 and 421 in 1925, or an average of 403 for the three years.
In 1935 renewals were 79 per mile. The use of treated ties began in 1921 and at the
present time about 90 per cent of ties in track are treated. It is not expected that the
rate of 79 tie renewals can be maintained, but the average for the four years 1932 to
1935, inclusive, was 107, and it is thought that these tie renewals will eventually be
stabilized near that figure. Practically all heavy traffic track is fully tie plated, the tie
plate used with 131-lb. rail being 8-in. X 13J/2-in., with double shoulders. All new ties
are tie plated, regardless of location.
Chart No. 2 shows how the main track mileage laid with 130-lb. and 131-lb. rail
has increased from 211 miles in 1923 to 1913 miles in 1935; the average weight of rail
in main track increasing from 93 lb. to 119 lb. in the same period.
Attention is called to Charts No. 3 and No. 4 showing the large investment made
in additional grading and ballasting in the years 1925, 1926 and 1927 and in rail and
other track material in 1924, 1925, 1926 and 1927. These investments are also reflected
in the large total investment in Road Accounts for the years 1924, 1925, 1926 and 1927,
shown in Chart No. 5.
Chart No. 6 shows how a quite uniform decline took place in the man-hours of
section labor between 1926 and 1932, with little increase up to 1935. It also shows a
much greater proportionate decrease in extra gang labor in the same period. It will be
noted that a large share of this decrease was accomplished by 1929, and was not the
result of decrease in traffic, but was made possible by betterments to the track structure
made in preceding years. The decrease since 1929 was due in part to the decline in
traffic, but a large share of it was a continuation of the decline already under way,
made possible by better drainage, wider banks, deeper ballasting, treated and plated ties,
and heavier rail, previously installed.
The decrease in man-hours of Section Foremen, shown on Chart No. 7 was mod-
erate up to 1929 and was not due to lengthening of sections. The decrease after 1929
reflects both shortened hours and fewer foremen. There were 396 Section Foremen in
1923, 397 in 1929 and 360 in 1935.
This chart also shows the growth of signal forces up to the year 1927 and a decline
after that year until 1932, with sharp recovery from 1923 to 1935.
358 Economics of Railway Labor
Chart No. 8 shows a moderate decrease in track laying and surfacing from the peak
of 1925 to the year 1929 and a very rapid dechne from 1929 to 1932; while roadway
maintenance declined sharply from 1926 to 1932.
Chart No. 9 shows a sharp decline in the cost of all track items, which is continuous
from 1926 to 1932, except for a small increase in 1929 over 1928.
Chart No. 10 shows that the total maintenance of way and structures expenses rose
rapidly from 1923 to 1926, declined moderately to 1929 and rapidly from 1929 to 1932.
Operating revenues are also shown, as well as the ratio of maintenance of way and
structures expenses to operating revenues. This ratio declined from 14.5 i>er cent in
1928 to 9.4 per cent in 1932, from which it increased to 11.0 per cent in 1935.
The reduction that was made between 1923 and 1929 and also between 1923 and
1935 in total maintenance of way and structures man-hours and in section and extra
gang man-hours is shown below, also the reduction in number of cross-ties renewed per
mile of track:
Reduction 1923-1929 Reduction 1923-1935
Amount Per Cent Amount Per Cent
Total man-hours M. W. & S 2,300,264 14.0 7,840,964 47.8
M.W. & S. man-hours per mile of track 670 17.7 1,883 49.7
Man-hours Section Laborers 1,948,258 19.3 5,570,385 55.2
Man-hours Section Foremen 23,344 2.3 114,944 11.1
Man-hours Extra Gangs 567,045 25.0 1,502,141 66.3
Cross-ties renewed per mile of track 160 44.1 284 78.2
During the period covered by this report there was no substantial change in the
standard of maintenance, nor in the extent of using labor-saving machinery or other
factors affecting the methods of doing the work. The practice of cleaning ballast in-
stead of applying new ballast was introduced and extended; also the practice of yearly
placing a continuous and very considerable section of the road in first-class condition
in all respects, so that it would require the minimum of attention for several years.
These practices resulted in some reduction of labor, but could account for only a small
part of the reduction that was actually attained.
The outstanding value of this study on the Norfolk & Western is to emphasize
the fact that its policy of betterment not only m.ade possible a reduction of man-hours
employed in maintenance work prior to the beginning of the depression, but alro per-
mitted a reduction of maintenance labor during the lean years that was proportionately
greater than reduction in revenues and that this was accomplished without any lowering
of its standards of maintenance.
No attempt has been made by the Committee to resolve the reduction in labor into
its principal elements, as was done in the study on the Lehigh Valley. Undoubtedly the
decrease in tie renewals, due to the use of treated and well-plated ties, has been a major
factor; while the use of heavy rail, deep ballast and thorough drainage, has each con-
tributed a considerable share. However, the smaller amount of traffic in the latter
half of the period under consideration interjects an element that would make an appraisal
of the relative weight of the several factors difficult and of doubtful value.
It is recommended that this report be received as information and the subject
continued.
Economics of Railway Labor
359
Norfolk and Wcsterk R/muway Co.
CffossTie RtNEwALS PtF? Mile-ofTrach
NORrOLW AMD WCSTtRN RAILWAY CO-
MiLrs Main T^AcK-isoLei. 9. 131lb.Rail
AvcRAot Weight of Rail
.^60
Economics of Railway Labor
Norfolk AnoWesTEWM Railway Co.
Adoco Capital iMvtSTMCNra By YtA«a
RoR GnADiNS AHo Ballast
NoRFOLn AHD WtsTtRN Railwat Co.
Aooeo Capital Investments By Years
Rail, and O.T-Nl.
Economics of Railway Labor
361
Norfolk ajio WESTtRN Railway Co.
Added I nvcstmemts- Roadway Accooht*
Norfolk amoVVestcrm Railway Co.
FoTAL Man Hours Section Laborers ^ Extra Crcws
Man Hours Pew Mile'df TRack 5cct Laborers ^ E^atha Grews
362
Economics of Railway Labor
NoRroLK />«HD WfeSTEUM Raiuway Co.
Total Man Hcxjrs Stcri om For t MtK,
Signal M«:h akd Maihtaiwers
Norfolk and Western Railway Co.
Track Laying qr5oRFAc\«G tf Roadway MAiHTtMftNCt
MAmTCHAHCC.ExPEN.SE Bv YEARS
E CO n o mics of Railway Labor
363
NoRrocK AND Western Railway Co.
Cost Ptn Tn/\CK Miut For Track WeM«
NonroLK amd WtSTtrN Railway cq.
M. OF W. tf Structuwcs E>ipeN5e
OPERATiMG RtverioE AnoM.orW. (^a Ratio
364 Economics of Railway Labor
Appendix B
(4) ORGANIZATION OF FORCES AND METHODS OF
PERFORMING MAINTENANCE OF WAY WORK
H. E. Kirby, Chairman, Sub-Committee; Lem Adams, L. L. Adams, W. R. Bennett,
F. J. Bishop, W. H. Brameld, K. H. Hanger, H. H. Harsh, A. C. Harvey, J. S.
McBride, J. A. Parant, P. T. Robinson.
In previous years' reports your Committee has covered various maintenance oper-
ations; this report deals with tie renewal gangs and rail laying gangs.
Tie Renewal Gangs
Special tie gangs have been used for several years by certain railroads to renew
cross-ties. These gangs range in size from a minimum of twenty men and one foreman
to a maximum of ninety men, one tamping machine operator, two assistant foremen,
two foremen and one general foreman.
In the discussion which follows, the Committee presents (a) the organization which
one road employs for making annual tie renewals over its system independent of sur-
facing operations, and (b) the organization of 75 and 90 men gangs which another road
employs to make periodic renewal of ties at intervals of three to five years in connec-
tion with surfacing operations. Economy in operation results from the proficiency
attained by having men perform the same duties every day, and these gangs are
organized and operated on that basis.
The 24-man gang is assigned to work as follows:
1 man pulling spikes
S men digging out ties which have previously been marked for renewal
3 men, with two small jacks, pulling out old ties
8 men installing and tamping new ties
2 men, with small jack, applying tie plates
2 men spiking new ties
3 men dressing ballast, supplying spikes and tie plates, and carrying drinking
water
This force in general performs only the work outlined. The lining and surfacing
following the tie gang are done by section or other forces, except occasionally when the
number of tie renewals affects the riding quality of the track. In such cases the tie
gang drops back for a few hours work to correct the condition, thus obviating necessity
for slow orders.
Prior to the tie renewal season, new ties are distributed along the track from tie
train by an unloading gang. It is important that care be exercised that ties are un-
loaded in the required quantity at or as near as possible to the points at which they
will be installed, in order that rehandling and unnecessary trucking may be kept at a
minimum. The foremen of the unloading gang should be furnished schedules in detail
showing requirements based on approved program established after tie inspection is
completed.
All ties should be plated and spiked before the close of each day's work. In re-
moving tie plates from old ties jacks are used only where one notch elevation provides
sufficient space to loosen the plate.
Without undue emphasis on large daily production, and without fostering any spir t
of competition between gangs, an average of 11.5 ties per man per day are installed in
gravel ballast. The number of tie renewal gangs required for each season's work is
predicated on the basis of an average production of 7000 ties per gang per month for
Economics of Railway Labor 365
a p>eriod of six months. With the following wage rates, the cost of installation is $0.30
per ties:
Foreman's rate $155.00 per month
Laborer's rate $0.35 to $0.38 per hour
Average production per man per day n.5 ties
" number of days worked per month 25.5
" number of months worked per year 6.0
" time to install ties, each 0.72 man-hours
" labor cost to install ties, each $0.30
The following chart, which is self-explanatory, outlines the organizations and
sequence of operations performed by the 75- and 90-man tie gangs.
^ Oircchana/M>rh —
®*^| — gg^g 1-| e| eg « <t><t)<t @@G>® ®® @@ ae aaaoa
® ® O " " ©® Q O ® « 0
J&ooe^ma>rer antf Action foremen fo un/oo^ mo/^r/o/, marh and dAi^/bu(c f/es ino^once o/" TJeQanci
3 Afor> ni/h /eve/ iccrd / /
v3) /vfon \rJif/> c/er/ hor puZ/inj sp/Aea Mr/ a/ fits marAee/ ^ he n/ieined / Z
® A/fen turar/i/nf ,n ptiirs ^,fy,>j^ at//' o/e^ t/ei /C /4-
® A>/e^ /tt/Zt/ff e^/ ai/ /,ts J jt-
(& A/f*" pnpci'-»f ^^ /Cr netv fiet ^ jf.
© /vien p4r//,/>^ in ne^ ties J> ^
@ A/tn fuci,„f ^ ^^ 3^A A /iM//«'f rviYA f^, Jec/a g g
Op /\/fen /eose/t/^f ^ J3ff/jiss/ o/>^ tftyyrn^ ou/ a/^tr/ti/ gft^ t/sjU /hi» aj^^ o/ ii^/trs ^ S
v2) /\/«n nifip.iff of^ ^r>v/fff ^9ivn jpJAts o/no^ a/ J^'nfiers 2. Z-
@ fi/ten hif>^/,/tf Jimpi^ ^h /z /Z
\ J /hnop/rtf rrtae/jirie
® A{5?/» t/'t/riit/Zv^ fe■pJlt/t3.Ifi'^(eJ ar,y ^a(ttf i/^ »»>*// /hocA jtnp / /
§A>fen n//A / " J«0< ////iflf <J/i rai/ ortl^ pJtcnf //< p/ais <V7 ntw t,Ci 2 2
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Men /titinf irvcA f 8
@ f^en Y/i/h Siltcre/t re/'//i''f on^ drttsui ; p'/>''f »p *«' i*r/ti'nf e/t/ ies ,3 /Z.
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TotaL-.Z 7^ '70
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Twenty-six such gangs were used on one railroad during the year 1935 with the
following results:
Number of ties renewed 1,607,721
" mQes of track 3629.1
" " ties renewed per mile 443
Cost to unload, per tie $0.0189
" " install, " " 0.1774
" " surface, " " 0.0397
" " line and dress, per tie 0.0538
" " apply tie plates, per tie 0.0105
" " " rail anchors, per tie 0.0016
Total labor cost, per tie renewed $0.3019
Conclusions
Economy in the work of renewing ties results from the practice of having men
perform the same duties each day.
Where such forces are trained to produce a fair average output of work of standard
quality, tie renewals are more uniform, accidents are reduced, and more efficient work
is accomplished in a shorter time than results from the use of several different section
or other forces.
The use of such specialized gangs permits section forces to spend their time on
other essential work.
366 Economics of Railway Labor
Rail Renewal Gangs
This Committee has previously given study to the subject of rail laying, and has
presented organizations and time studies for performing such work, employing both
mechanical equipment and manual methods. Complete descriptions of these organizations
may be found under Committee XXII, Appendix A, Vol. 30, and Appendix I, Vol. 3 +
of the Association's Proceedings.
Comnuttee XXII is presenting contemporaneously with this report a description
of equipment used in the laying on one railroad of 126.5 miles, 23,718 tons, of new rail
in 42 working days." This was 112-lb. rail replacing 8S-lb. and 100-lb. rail, and the
forces engaged in the work were entirely mechanized.
Considered as an example of mass production in laying rail, the use of specialized
equipment and gang was both efficient and economical. Without the use of such
machinery approximately twice the working time would have been required.
On the track relaid all old rail was completely stripped and set out ahead. Two
cranes in work train service, following as closely as possible behind the completed job,
loaded this released track material. This work train also transported the men to and
from the camp cars. There was no interference from traific, as full use of the track
was obtained during working hours. However, upon completion of each day's work
the track was restored to service without speed restrictions.
Rail tonnage was received in two evenly divided lots and the distribution was made
immediately after receipt of each shipment through use of gasol.ne-driven locomotive
cranes or air-operated rail loaders in work train service. Tie plates and other track
fastenings were carefully distributed as received, care being taken to place material in
proper locations to eliminate unnecessary handling.
Prior to distribution of rail, setback measurements for all curves were computed
so that short rails could be properly distributed to take care of correct joint stagger
at curve locations.
As a preparatory measure all new rail was centered and marked with stripe of paint
as it was unloaded. The rail to be removed was also marked in a similar manner.
Before actual laying started all material was carefully checked to obviate any possible
shortage or faulty distribution which would interfere with efficient operation of forces.
All train operations were handled with existing facilities under direction of Train-
master assigned by the Superintendent. During the period of laying there was but one
train delayed, and that for only a few minutes. There was no delay to the rail laying
organization. The several crews passed from one single track zone to another without
stopping.
Cribs were partially skeletonized to permit proper operation of adzing machines,
and an engineering party measured old rail for redistribution, each length together with
joints being carefully match-marked and numbered consecutively. The entire organiza-
tion was installed in camp cars the night prior to date program started, and was moved
along as the job progressed. Thus considerable non-productive time was eliminated.
All rail laying machinery was assembled in the order of its use on a siding at the
starting point, where it was carefully inspected and made ready for service the following
day.
The average production was as follows:
Economics of Railway Labor
367
Production
Lin. Ft. Rail
Operation per Man-Hour
Cutting bonds and pulling spikes 176.6
Throwing out rail and preparing to adze 166.6
Adzing 251.4
Placing plates 395.9
Laying rail 320.3
Installing and bolting joints 164.4
Gaging and spiking 5 1 .0
Applying anchors S60.S
Signal bonding 374.4
Dismantling old rail 162.0
Miscellaneous 617.0
Average Production
Rails laid per day 770.4
Linear feet of rail laid per day 30,018.1
Tons of rail laid per day 546.6
Hours paid for per day 9 Hrs. 46 Min.
Total laborer hours per day 1 ,878
Total all hours per day 2,262
Anchors per rail 7
Rails per hour paid for 78J^
Greatest number of rails in one day 9S7J/^
Hours paid for on above day 10 Hrs. 22 Min.
Rails per hour on above day 92J^
The organization and equipment, which was varied slightly at different times as
required by local condition, was as follows:
ORGANIZATION AND EQUIPMENT
(I) Removing Rail and Fastenings
One Extra Crew Foreman
Equipment Personnel
No. Kind No. Title Operation
A 1 Track motor car 2 Laborers Removing plank from
crossings and removing
2 " rail anchors. Removing
bond wires with ham-
mer and chisel
B 3 Mechanical spike puller 1 Asst. Foreman Pulling spikes
9 Laborers
1 Mechanic
1 Foreman Pulling spikes with claw
5 Laborers bars — left by power
1 Waterboy
C 1 Self-propelled 8-tool air 1 Foreman Removing rail joints
compressor with two 1 Compressor Opera or
pneumatic nut runners 4 Laborers
D 1 Power track wrench 1 Operator Removing frozen nuts
2 Laborers missed by air nut run-
ners
E 1 Push car carrying gas 1 Asst. Foreman Cutting off frozen nuts
welding outfit 1 Welder and dismantling joints
10 Laborers
F 1 Gas crane — S-ton 1 Crane Engineer Setting out old rail
1 Asst. Foreman
3 Laborers
368
Economics of Railway Labor
(II) Preparing to Adze and Adzing
One Extr.i\ Crew Foreman
H
Equipment
No. Kind
No.
Personnel
Title
Operation
4 Power adzing machines
1
4
1
1
2
4
Asst. Foreman
Operators
Mechanic
Laborer
Operating adzing ma-
chines
Servicing adzing ma-
chines
Distributing tie plugs
Removing tie plates
Placing tie plugs
2 Hand-Tie plug drivers
2
2
2
1
2
2
Laborers
«
«
(C
Driving plugs
Driving broken spike
stubs
Grinding adzer knives
Assembling adzer heads
Carrying adzer heads
Relief work
1
4
5
Asst. Foreman
Laborers
Applying creosote
Installing new tie plate;
(III) Laying Rail and Applying Joints
One Extra Crew Foreman
S-ton gasoline crane
pulling drop-end gon-
dola supply car and
two 5-ton trailer cars.
(See note below)
1 Self-prop, a i r comp.
with two pneumatic
nut runners
1 Rail drill
Crane Engineer
Laborers
Welder
Laborer
Asst. Foreman
Compressor Operator
Laborers
1 Waterboy
Setting in rail
Cutting
Shimming
Tacking
Bar turning rail
Handling nut runners
Applying graphite grease
to joints
Installing and bolting up
joints
Note. — The gondola car carried one spare adzing machine, two grinding machines for
grinding adzing machine knives, extra acetylene and oxygen, expansion shims, four spare
39-ft. rails, and two short lengths for setbacks, and other miscellaneous material. Behind
this car were towed two trailers loaded with grease, nutlocks, spare joints, creosote,
gasoline, and hand tools.
Economics of Railway Labor 369
(IV) Gaging and Spiking
Equipment Personnel
No. Kind No. Title Operation
K 2 Self-prop, a i r com- 1 Asst. Foreman
pressor with after 1 Compressor Operator
cooler hose trailer and 1 Mechanic
ten pneumatic spike 1 Waterboy
drivers 1 Laborer Pulling spikes
12 Laborers Gauging
22 " Setting spikes
10 " Driving "
5 " Correcting bad spiking
and straightening plates
1 Asst. Foreman
3 Laborers Applying rail anchors
One Signal Foreman
L 1 Track motor car and 1 Signalman Applying insulated joints
four power bonding 4 " Drilling
drills 1 Signal Helper Applying bonds
1 " " Helping
(VI) Drilling Joints, Shimming Rail and Restoring Crossings
One Section Foreman
M 1 Track motor car and 4 Laborers Drilling joints, shimming
power rail drill and crossing work
(VII) Picking Up Old Rail and Other Track Material
One Extra Crew Foreman
N 1 Work train with two 15 Laborers Loading released track
air operated rail load- material, finishing cross-
ers or cranes ing work, and transport-
ing crew
Recapitulation of Rail Laying Organization
Operation Ex. Cr. Sec. Asst. Sig. Sig. Signal Crane Water-
Number Project Fore. Fore. Fore. Fore. Men Helper Engr. Opr. Mec/i. Weld. Lab. boy Total
(I) Removing rail
and fastenings 12 3 1 2 1 1 ,^7 1 49
(H) Preparing to
adze and adz-
ing 1 2 4 1 27 35
(III) Laying rail
and applying
joints 1 1 11 1 22 1 28
(IV) Gaging and
spiking 2 2 1 1 _ S3 1 60
(V) Bonding 15 2 8
(VI) Drilling joints,
shimming rail
and restoring
crossings .... 1 45
(VII) Picking up old
rail and other
track material 1 15 16
6 3 8 1 5 2 2 8 3 2 158 3 201
370 Economics of Railway Labor
Conclusion
Upon comparing rail laying organizations now generally adopted with those in use
several years ago, your Committee feels it is important that rail-renewal organizations
be modified from time to time to permit utilization of the most recent developments in
mechanical equipment.
Recommendation
It is recommended that this material be received as information, and that the
subject be reassigned for further study.
Appendix C
(6) ECONOMIES IN LABOR TO BE EFFECTED THROUGH
INCREASED CAPITAL EXPENDITURES
G. M. O'Rourke, Chairman, Sub-Committee; L. L. Adams, H. B. Barry, F. J. Bishop,
H. A. Cassil, G. W. Curtis, W. S. Hanley, G. M. Magee, J. S. McBride, F. S. Schwinn,
H. M. Stout, W. H. Vance.
The railroads, along with other industries have, during the past seven years, suffered
under the effects of the most severe business depression in the history of the countr>\
The United States has experienced thirty-four business depressions and has always recov-
ered from them and everything now seems to point to an early recovery from this one.
If it be true that we are now on our way out of the depths it seems appropriate that
the railroads will commence to investigate every opportunity for spending money where
a saving may be realized.
There never has been a time until now in the history of our railroads when it was
not fairly easy to anticipate future developments for a reasonable time. No one could
have foreseen the effects of the depression and no one can now foresee the future of the
railroads. For some years they have not prospered, but now there appears to be a
brighter railway future and it seems inevitable that the traffic of this country in coming
years will not only require but will tax the capacity of the great railroad arteries of
transportation.
The capacity of the railroads has been taxed before. The urge for inland water-
ways resulted from the periodic inadequacy of the railroads resulting from shortage of
cars, congestion of terminals, the shift of traffic from river to rail and the rapid growth
of the country following the Civil War.
The great demand for transportation overtaxed the railroads and focused attention
on waterways and other means of transportation with the result that we now have a
large surplus of transportation, estimated by some authorities to be at least five times
what can be wholly utilized or economically justified.
At the peak of the boom period in 1929 the railroad plant was not overtaxed. Its
efficiency will increase and without appreciable increase in capital expenditure will be
capable of handling a volume of business much greater than has come to it during the
depression years. The public requires transportation that is adequate, efficient and
economical and there seems to be a general opinion that the railroad plant is adequate
for present transportation needs and that it will continue to be so for some time to come.
There is an old axiom that one must spend money to save money, just as one must
spend money to make money. The railroads, while awaiting the day when traffic will
be so heavy that expenditures must be made to take care of it and make money, are
now looking around for a place to spend money to save money and with labor the
Economics of Railway Labor 371
largest item in railroad maintenance, there are opportunities for spending money to save
labor, reducing maintenance costs, not necessarily during a current year, but of large
importance, in the long run over a period of years. With one-half of all expenditures
going for labor the railroads are impressed with the importance of conservation of
labor. Hence the subject of the sub-committee assignment^Economies in labor to be
effected through increased capital expenditures.
In carrying on the investigation the assistance of Dr. Julius H. Parmelee, Director,
Bureau of Railway Economics, was sought and his reply, in part, is quoted below:
"In preparing this bibliography, our library found it difficult to secure
material that was definitive, particularly with respect to earlier years. Our
library staff suggests that your Committee has an opportunity to go more deeply
into this subject, and make a general study that will be a landmark, for future
students of the subject."
The Sub-Committee has made a review of all available data in the aforementioned
bibhography and has helped itself generously to the work of other committees on other
subjects relating to that of economies in labor in connection with capital expenditures.
Your Committee decided to study first the effect of increased capital expenditures on
track labor and later consider bridge, building, water service, signal and other M. of W.
& S. labor. The Committee recognizes that in these other departments there is oppor-
tunity for conservation of labor, but because approximately one-quarter of our labor
expense goes for Track Laying and Surfacing, it is thought more can be immediately
accomplished if that relating to track is given consideration first.
The financial condition of the railroads is such that only those moderate expendi-
tures that are productive of comparatively large and immediate savings are justified.
That which will bring the greatest returns quickest is the stabilization of the roadbed.
Capital expenditures for any part of the track structure may not produce satisfactory
results because of settling roadbed. It is in this field that the largest returns can be
secured at the lowest cost.
Capital expenditures for subsoil drainage in cuts and the drainage of water from
pockets under the track will save track labor as well as ballast, ties, joint bars and rail
ends.
The roadbed is further stabilized by ample depth of ballast, wide cuts with open
ditches and ample width of fills. Expenditures for the best grade of ballast to be obtained
is economical because by the use of materials that are adequate for the service required
there is a direct saving because less labor is required to maintain a safe, smooth track
against the effects of traffic and the action of the elements.
Many railroads ^re finding it economical to make increased expenditures for creo-
soted ties and for cross-ties 8 ft.-6 in. long in place of 8 ft. long. Investigation made by
the Committee on Ties over a period of several years discloses that many maintenance
officers are of the opinion that there are labor economies in track maintenance resulting
from the use of ties longer than 8 ft.
Quoting Dr. A. N. Talbot of the University of Illinois:
"In gravel ballast, it has been found that ties 8 ft. long easily become
centerbound under load and that the effective part of the length outside the
rail is insufficient to give a balanced bearing. I feel quite strongly that the
addition of six inches will give an increased bearing resistance that is worth
much more than the cost of the added length.
"It is obvious, of course, that for heavy traffic maintenance cost may be
expected to be lessened by increasing the bearing resistance of the track, and
the length of the tie is one element entering into the total bearing resistance of
the tie and ballast structure."
.^72 Economics of Railway Labor
A change from the use of short life untreated ties to the use of the more expensive
longer life treated ties is followed almost immediately by a reduction in the annual
requirements and labor for renewals. These requirements decrease annually for a
number of years until they reach the lowest point of the renewal cycle.
The permanence of a track structure is increased by the stiffness of the rail. Ex-
perience with heavier rail sections as a means of conservation of labor has fully justified
their adoption. Officers of some roads using 131-lb. rail have concluded that this rail
not only justifies the additional capital expenditure by reason of its longer life but that
the Track Laying and Surfacing account is also reduced from 20 to 25 per cent. More
satisfactory line and surface is maintained with less labor, with lengthened life of ties
and ballast, fewer derailments and less wear and tear on equipment operating at in-
creased average and maximum speeds. Increasing railway speeds are opening new vistas
for engineering research and larger and more expensive rail sections are receiving more
and more attention with conclusions that railroads are securing a return on this increased
capital expenditure in both increased life of rail and in reduced labor costs for rail
renewals.
Increased capital expenditures for heavier rail is followed by similar expenditures
for heavier oil treated joints and bolts, rail anchors, larger and heavier tie plates, screw
spikes and heavy cut spikes and consideration of track construction where the plate is
fastened to the tie independent of the rail fastening and the rail is held in place on the
plate by screw clamps or springs and also continuous welded rails.
In the opinion of the Chief Engineer of a railroad that has gone far in that
direction:
"It is true that such a track structure is more expensive to install, and in-
creases the roadbed fixed charges, but it has been demonstrated effectively that
in the long run these factors are more than offset by the increased life of the
track materials, by providing a stronger track structure, and by the reduction
in maintenance labor costs."
Such developments in maintenance of way practices as the use of improved mate-
rials and labor-saving devices secured through increased capital expenditures have re-
duced the amount of track labor required for adequate maintenance. These develop-
ments permit the transferring of the heavier routine maintenance of way work from
section gangs to specialized gangs equipped with modern labor-saving machinery, with
large resulting economies.
The Committee investigated, reported upon and recommended the use of such equip-
ment as motor cars, weed killers, rail cutting and building-up devices, tie tampers, rail
layers, ditchers, locomotive cranes and paint spray machines in past years, and much
progress has been made in the conservation of labor by handling materials with machines
and labor-saving devices.
What a machine can do, how dependable it is, and what it costs over a period of
a year or more are the things that really matter in considering increased capital ex-
penditures for equipment. The ease of convertibility is a valuable feature, as it reduces
the investment to a minimum, without limiting the range of work. A machine, unlike
a laborer, cannot be laid off. The only way to overcome the costs resulting from the
investment is to work the machine. There is always the twofold problem of interest
and depreciation raised by the investment in equipment. Interest costs can be readily
figured but the matter of depreciation is not so easily met because machines often be-
come obsolete before they are worn out. At the present rate at which new equ'pment
is being brought out, a depreciation period of longer than ten years is excessive.
Economics of Railway Labor
373
When funds are not available for increased capital expenditures for more efficient
equipment it is necessary to make the best use of such machines as are available. Many
are now in service for that reason or because during these depression years the work
to be done did not justify replacement.
To establish the economies in labor to be effected through increased capital ex-
penditures a check must be made of the savings of typical projects after they have been
completed for a sufficient length of time, or savings realized from expenditures for
labor-saving machinery, and the facts given the Committee.
The Committee has found it very difficult to secure facts. Estimates of saving are
often based upon the logical reasoning of experienced Engineers in the preparation of
application for authority for capital expenditures, lacking facts fixing definitely the
costs and the resulting savings to be secured.
To continue consideration of the subject will require that the railroads develop a
great deal of information which is not now available and offer it to the Committee.
Conclusions
The Committee feels that this is a subject of great importance to all railroad
Engineers and that information of value to them and to the managers can be made
available through sincere cooperation of the railroads with the Committee.
Using this report as a reference, a questionnaire will be prepared and submitted to
the representative carriers of the country in an effort to secure specific data for a
continuation.
Recommendation
That the subject be continued.
Appendix D
(7) ECONOMIES IN TRACK LABOR TO BE EFFECTED IN THE
MAINTENANCE OF JOINTS BY WELDING AND THE USE OF
REFORMED BARS
W. H. Vance, Chairman, Sub-Committee; Lem Adams, H. B. Barry, W. R. Bennett,
F. J. Bishop, W. C. Brown, Armstrong Chinn, W. O. Frame, C. A. Johnston, F. N.
Nye, G. M. O'Rourke, Wm. Shea.
Twenty-four railroads have contributed much valuable and specific information to
your Committee, covering:
Cost of building up rail ends by both electric and oxy-acetylene processes.
Efficient organization for welding gangs.
Cost of reforming and applying joint bars.
Cost of applying joint shims.
Conditions under which, in the interest of economy, rail joints should be built up;
reformed bars should be used; shims should be used; or the use of either reformed
bars or shims should be combined with the work of building up rail ends.
The importance and advantage of domg a thorough job in the reconditioning of
rail joints, not overlooking the necessity of taking up all wear between joint bar and
rail; of surfacing joints as wear is corrected; of tightening joint bolts; of precise grind-
ing (or flattening) ; of careful cross-cutting of rail ends after welding so that too wide
a gap is not left.
Extended life of rail resulting from buildmg up rail ends or applying reformed bars.
374 Economics of Railway Labor
Your Committee understands the assignment, "Economies in track labor to be
effected in the maintenance of joints by welding and the use of reformed bars," to be
very specific and restricted to the labor saved in maintaining such joints.
Only one of the 24 railroads referred to seems to have kept records in a form from
which can be determined the difference in (either man-hours or money) cost of main-
taining joints before and after building up or using reformed bars. On this railroad,
a large, heavy traffic terminal division indicated a man-hour saving of 74 per cent; one
high speed heavy traffic division, 78 per cent; another, SO per cent.
Only two of the reports reviewed estimated that no economy in rail joint main-
tenance would accrue. All of the others expressed the opinion or belief (several quite
positive) that a decided saving in track labor is effected in the maintenance of joints
built up by welding or using reformed bars, in addition to extending the life of rail,
angle bars, joint and shoulder ties, and vastly improving riding conditions.
Estimates of savings given by four Division Engineers were: one, 20 per cent to
80 per cent; one, 30 per cent; one, 45 per cent, and one, 70 per cent. Estimates by
seven Roadmasters were: two, 25 per cent; one, 30 per cent; two, 35 per cent; one,
75 per cent to 95 per cent; and one, 90 per cent.
Conclusions
Few time distribution reports or other records are kept in such a manner that
authentic figures can be developed to show the difference in the cost of maintaining
joints prior to and subsequent to building up rail ends or using reformed bars. Accurate
differences in cost can be obtained only by keeping a definite record on one or more
test sections; that is, an actual time study extending over a considerable number of
years.
It is believed that a fairly accurate if not in fact an equally good figure of the
saving can be obtained from Division Engineers, Roadmasters, Track Supervisors and
Section Foremen. They know that it is almost impossible to maintain proper surface
when rail ends are battered, and that after rail ends are made smooth by building up,
or by using rail shims or reformed bars, the joints hold up much better and require
much less labor for surfacing.
Having on hand a very limited number of estimates, and fewer authentic figures
from records of actual performance, we are not yet in a position to determine the
specific economy in track labor to be effected in maintenance of joints by welding and
the use of reformed bars.
Recommendation
The study to be continued.
Appendix E
(9) COMPARATIVE COSTS OF MAINTAINING TRACK ON
VARIOUS KINDS OF BALLAST
Armstrong Chinn, Chairman, Sub-Committee; W. R. Bennett, W. H. Brameld, W. C.
Brown, H. A. Cassil, K. H. Hanger, W. S. Hanley, H. H. Harsh, A. C. Harvey,
C. A. Johnston, F. H. Rothe, H. M. Stout.
Considerable information has been assembled on this subject, but it is all of a
general character that does not lend itself to the development of a definite report. The
Committee feels that further study is desirable and recommends that the subject be
continued.
Economics of Railway Labor 375
Appendix F
(10) THE EFFECT OF HIGHER SPEEDS ON THE LABOR COST
OF TRACK MAINTENANCE
Elmer T. Howson, Chairman, Sub-Committee; Lem Adams, C. W. Baldridge, Armstrong
Chinn, K. H. Hanger, A. C. Harvey, J. B. Martin, J. A. Parant, P. T. Robinson,
Wm. Shea, W. H. Vance.
Passenger trains are being operated to-day at sustained speeds that would have
been considered impossible as recently as five years ago, while locomotives and cars of
new designs have been introduced which had not even been thought of at that recent
date. Initially conceived as a possible means of recapturing some of the passenger
traffic that had been lost to the private automobile, the bus and the airplane, these
light-weight high-speed trains immediately captured the imagination of the traveling
public and their patronage has exceeded all expectations. The result has been that to-day
numerous trains of this type, powered with Diesel engines, are being operated on long
runs by a number of roads, and the indications are definite that their use will be
extended to other roads in the immediate future.
As these trains have grown in popularity, competition has forced other roads to
meet the shortened schedules upon which they are operated. This has been done (1) with
trains of similar type, (2) with trains of standard locomotives and cars, and (3) with
locomotives of modified design, including streamlining, and streamlined cars basically of
standard construction, but lighter in weight, while one road is operating a high-speed
electrified service.
An immediate result of the shortened schedules of these so-called super-speed trains
has been an insistent demand from the public for an increase in the speed of other
passenger trains, with the further result that passenger schedules all over the country
have been shortened, in some instances as much as 25 per cent. Coincident with these
increases in the speed of passenger trains, there has been a corresponding increase in
the speed of freight trains, many of which are now being operated on schedules which
only a few years ago were considered "tight" for passenger trains.
In undertaking its studies, it was obvious to the Committee that before it could
arrive at the effect of these higher speeds on the labor cost of track maintenance it would
first be necessary to determine the effect of these speeds on track. Accordingly, in carry-
ing out its assignment, the Committee has made definite studies on a number of roads
which are operating high-speed trains, with the view of determining the effect on track
of the newer light-weight, high-speed trains of both the Diesel and steam types, of the
increased speed of passenger trains made up of standard equipment and of freight trains
running on shortened schedules.
The Committee has supplemented these first-hand studies with information obtained
through a questionnaire addressed to Chief Engineers and Engineers Maintenance of
Way of roads which are operating trains at speeds much higher than were formerly
considered normal. To arrive at a basis for comparing present labor costs for track
maintenance with the costs under lower speeds, an investigation was made to ascertain
how much speeds have been increased. This varies somewhat between roads and is
influenced by differences in operating conditions on different sections of individual roads.
As mentioned, however, existing passenger schedules have been shortened variously up
to 25 per cent, while the newer trains are being operated on schedules that are as much
as 30 to 40 per cent shorter than those of the previously fastest trains. Likewise, freight
service has been speeded up almost universally, and not a few of these trains are now
running at speeds from 50 to 100 per cent higher than formerly.
376 Economics of Railway Labor
These higher speeds have brought about no fundamental change in the form of
track construction, and there is little indication as yet that the present design of track
is inadequate for the maximum speeds at which the fastest trains are now being oper-
ated, although in some instances it has been found desirable to strengthen some of the
details by applying ballast and filling out slack places in the ballast, by laying heavier
rail and by lengthening turnouts.
Greater Refinement Required
Higher speeds call essentially for greater refmement in line and surface than can
usually be justified for ordinary speeds. They also call for revisions in curve practices,
that is, for adjustments in superelevation and the length of spirals and for greater uni-
formity in superelevation. For these reasons, prior to the inauguration of high-speed
service, most roads find it necessary to do considerable preparatory work in the way of
surfacing and lining tangents as well as curves. In the case of curves, this has generally
been done in connection with the adjustment of spirals and superelevation. In some
cases curves have been ballasted, tied and surfaced; in a few others, the work has also
included the application of new and heavier rail, where the existing rail was curve worn.
In the main, however, general applications of ballast have been deferred to follow the
laying of rail in the general rail renewal program.
Higher speeds have made it essential to raise the standard of track maintenance with
respect to line and surface, and this applies with particular emphasis to curves and their
spirals, since relatively small defects which would be scarcely noticed at ordinary speeds
may result in considerable discomfort to passengers as speeds are increased. Obviously,
however, to maintain line and surface to a higher standard, other features of the track
must be given equally close attention, including gage, level, joints, fastenings, ties, ballast,
drainage, vegetation and roadbed. In other words, the demand for greater refinement
in line and surface requires that more labor must be expended on every other item of
track and roadbed construction and maintenance, thus adding definitely to the labor
requirements for track maintenance.
One of the serious obstacles to sustained high speed is the placing of slow orders
by the maintenance forces. For this reason, it has become necessary on those roads
having high-speed service to revise their methods of doing work to eliminate slow orders
or to reduce them to the absolute minimum. Substantially all of these roads now make
it imperative that section and bridge gangs do their work in such a way as to avoid
the necessity for reducing speed or that they restore the track to condition for full speed
before the passage of scheduled trains. Obviously, these requirements increase the
amount of labor involved. To reduce this nonproductive time for large gangs engaged
in laying rail, ballasting or general surfacing, it is customary to divert traiffic to another
track on multiple-track lines, and some roads are installing No. 16 temporary crossovers
to avoid too much reduction in speed as trains are being diverted.
Effect of Speed on Track
It is generally recognized that higher speeds increase the piecemeal destruction of
track which occurs constantly at all speeds. Particular attention was directed, there-
fore, to the effect of the higher speeds on the rate of this destruction and to whether
any distinction can be made between the various types of equipment running at these
higher speeds. Because of their lighter weight and absence of reciprocating parts, the
Diesel powered trains are only slightly more destructive to track when running at max-
imum speed than when running at moderate speeds, and as compared with high-speed
freight trains their effect is practically negligible.
Economics of Railway Labor 377
Steam locomotives designed especially for high-speed passenger service, with well-
distributed loads and proper counterbalance, also have little damaging effect on track,
certainly not more than standard passenger locomotives at ordinary speeds. When it
comes to freight locomotives, however, the situation is different. Few locomotives in
freight service to-day are designed for the speeds at which many of them are being oper-
ated. The result is that they knock the track out of line and, in extreme cases, bend
the rail, thus adding materially to the labor requirements for maintenance. Even where
passenger locomotives of the usual design are run at the higher speeds, their effect is
noticeable immediately in increased labor for track maintenance.
Factors Decreasing Labor
The amount of labor required to maintain track under high-speed operation is
affected by many factors, some of which tend to increase and others to decrease labor
costs. By increasing the weight of rail, by bringing tie conditions to a higher standard,
by applying ballast and installing double-shoulder tie plates, by putting in longer turn-
outs and by making similar improvements in track construction which tend to increase
the strength of the track structure, the effect is to decrease the amount of routine main-
tenance and, therefore, the labor cost of maintenance. Likewise, the greater uniformity
and consistency in curve elevation which is now necessary, the more nearly perfect
ahnement of curves which has been provided and the better spiraling practices which
have been introduced have had a similar tendency.
As a further, though temporary, factor affecting the labor cost of track maintenance,
most roads that are operating high-speed trains did considerable preparatory work in
advance of their initial runs. This involved an initial expenditure of considerable mag-
nitude, which has been offset in part by a temporary reduction in routine maintenance
until after the influence of the preparatory work was past.
Factors Increasing Labor
On the other hand, the necessity for greater refinement in line and surface for the
higher speeds obviously increases the amount of labor needed to maintain the higher
standard of smooth riding. This is particularly true since line and surface are so closely
inter-related with other items of track construction and maintenance. Furthermore, the
amount of labor required to maintain line and surface is related directly to both the
speeds that are maintamed and the type of equipment which is used in the higher
range of speed.
Because the many factors which tend to increase and to decrease the labor require-
ments are not uniform as between roads or on individual roads, they do not affect all
roads alike. For this reason, the Committee is unable to present a single conclusion as
to the effect of the higher speeds on the labor cost of track maintenance, which can be
apphed to all roads alike. In lieu thereof, it presents the following summary of its
study.
Conclusions
1. Developments in the new field of higher speeds are making necessary higher
standards and greater refinement in track maintenance, including greater uniformity in
curve elevation.
2. An initial expenditure, varying in magnitude for individual roads, may be
necessary to attain the higher standards demanded.
3. Diesel power units, steam locomotives designed for high speed, which have
proper load distribution and counterbalancing, and light-weight passenger cars, when
operated at high speeds, are no more destructive to track then the usual type of passenger
378 Economics of Railway Labor
locomotives and cars when operated at ordinary speeds. However, ordinary paisenger
locomotives and cars are more destructive when operated at high speeds than when
operated at ordinary speeds.
4. At speeds higher than those for which they were designed, freight locomotives
are highly destructive to track, while loaded freight cars moving on fast schedules also
create considerable damage.
5. Higher standards and greater refinements in maintenance increase the labor cost
of track, maintenance, possibly as much as 10 per cent. No further increase is required
where light-weight equipment and specially designed locomotives are operated, but labor
costs may be increased somewhat more than this amount where standard equipment is
operated at high speed. Because of the greater damage created by freight equipment,
labor costs for track maintenance may be increased by as much as 25 to 50 per cent,
depending on the number of such trains, the speeds at which they are operated and the
design of the locomotives.
Recommendation
The Committee recommends that this report be accepted as information and that
the subject be discontinued until such time as further data are available.
Appendix G
(12) OUTLINE OF COMPLETE FIELD OF WORK OF
THE COMMITTEE
F S Schwmn, Chairman, Sub-Committee; H. A. Cassil, Armstrong Chinn, E. T. How-
son, H. E. Kirby, C. R. Knowles, G. M. Magee, G. M. O'Rourke, W. H. Vance.
Your Committee has interpreted this assignment as requiring an outline combining
future work with past accomplishment and in conformity therewith recommends for
approval and inclusion in the Manual, the following Outline of Complete Field of Work
of the Committee:
(I) Scope
All Problems Relating to Economics of Railway Labor in Connection With:
1. Construction of:
(a) Track
(b) Roadway
(c) Bridges
(d) Buildings
(e) Miscellaneous Facilities
2. Maintenance of:
(a) Track
(b) Roadway
(c) Bridges
(d) Buildings
(e) Miscellaneous Facilities
(II) Supervisory Forces, Skilled and Unskilled Labor in Engineering,
Construction and Maintenance of Way Departments
1. Supervisory Forces.
(a) Organization:
Departmental
Divisional
(b) Qualifications:
Technical
Non-technical
Economics of Railway Labor 379
(c) Recruiting, Training and Educating
(d) Rules Governing
(e) Examination for Employment
(f) Economic Ratio of Supervision of Labor
2. Other Labor.
(a) Recruiting, Training and Educating:
Technical Employees
Non-technical employees — skilled
Non-technical employees — unskilled
(b) Stabilization of Employment
(c) Housing and Boarding:
Permanent Quarters
Temporary or Portable Camps
Mobile Outfits in Railway Cars
Mobile Outfits — Motorized
(d) Grading by Annual Inspections and Awarding of Prizes
(e) Rules Governing
(f) Examinations for Emplo5mient or for Continuing Employment
(III) Labor Operations
1. Methods of Performing Work and Required Force Organization.
(a) With Labor Saving Equipment:
Rail Laying
Ballasting Track
Surfacing Track
Renewing Ties
Cleaning Ballast
Reconditioning Rail Ends
Handling Snow
Shouldering Embankments
Cleaning Ditches
Controlling Vegetation
Constructing or Renewing Wood Bridges and Trestles
Constructing or Renewing Steel Bridges
Installing or Replacing Culverts
Constructing or Repairing Buildings
Cleaning and Painting Structures
Constructing or Maintaining Signal Systems, Interlockers, etc.
Water Service Installations and Renewals
Constructing or Renewing Fences
Miscellaneous Operations
(b) Without Labor Saving Equipment:
Same Subjects as listed under III 1 (a)
2. Special Instructions Covering (not included in or covered by Standard Rules)
3. Programming
(IV) Effects on Labor Requirements
1. Composite Effect of New or Improved Materials, Equipment, Practices and
Force Organizations.
2. Resulting from Individual Influences.
(a) Improved Track Materials
(b) Improved Bridge Materials
(c) Improved Hand Tools
(d) Labor Saving Equipment and Power Tools
(e) Improved or New Practices
(f) Capital Expenditures
(g) Improved Force Organizations
380 Economics of Railway Labor
3. Resulting from Current Evolution in Railroad Operations.
(a) Increased Loading or Impact
(b) Increased Train Speeds:
Standard Passenger Equipment
High Speed Passenger Equipment
Standard Freight Equipment
(c) Changed Demands on Physical Plant
(V) Studies of and Reports Covering Practices
1. On Individual American Railroads that have made Notable Progress in
Economical Utilization of Labor
2. Concerning Labor on Foreign Railroads
(VI) Labor Statistics
1. Average Man-Hour Equivalents of Various Maintenance of Way
2. Recommended Units of Measure of Work Performed
3. Reconimended Methods for Keeping Cost Data on Labor Operations
4. Equating Facilities for Purpose of Distributing Maintenance Labor
REPORT OF COMMITTEE XXI— ECONOMICS OF
RAILWAY OPERATION
J. E. Teal, Chairman;
Bernard Allen,
E. Y. Allen,
B. T. Anderson,
F. D. Beale,
V. T. Boughton,
R. Brooke,
S. B. Clement,
H. C. Crowell,
L. E. Dale,
Olive W. Dennis,
J. H. Dyer,
S. W. Fair weather,
J. M. Farrxn,
G. W. Hand,
E. M. Hastings,
J. L. Haugh,
C. H. R. Howe,
G. D. Hughey,
E. E. Kimball,
P. R. Leete,
J. S. McBride,
F. H. McGuiGAN, Jr.,
L. G. MORPHY,
J. A. Parant,
E. S. Pennebaker,
A. E. Perlman,
J. F. Pringle,
M. F. Mannion, Vice-
chairman;
C. P. Richmond,
L. S. Rose,
R. T. SCHOLES,
H. F. Schryver,
B. J. Schwendt,
C. E. Smith,-
H. W. Snyder,
M. F. Steinberger,
R. E. Van Atta,
C. C. Williams,
S. L. Wonson,
John Worley,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
(1) Revision of Manual. Progress in study.
(2) Methods for obtaining a more intensive use of existing railway facilities
(Appendix A).
(3) Methods or formulae for the solution of special problems relating to more
economical and efficient railway operation (Appendix B).
(4) Analyses to determine when a railway or branch line should be retired.
Progress in study.
(5) Methods for determining most economical train length, considering all factors
entering into transportation costs, collaborating with Operating Division. Progress in
study — no report.
(6) Effect of volume of traffic on railway operating expenses, collaborating with
Committee XXH — Economics of Railway Labor (Appendix C).
(7) Train resistance as affected by weights of rail, collaborating with Committee IV
— Rail (Appendix D).
(8) The economic limits of the movement by the railway of freight from shipper
to receiver, by rail, by highway or by a combination of both, collaborating with Com-
mittees IX— Highways, XIV — Yards and Terminals, and with Motor Transport Division.
Progress in study.
(9) Rules and Organization, reviewing subject-matter in Chapter XII in 1929
Manual and Supplements thereto, pertaining to Economics of Railway Operation.
Assignment withdrawn.
(10) Outline of complete field of work of the Committee. Progress in study.
It is recommended that Appendices A, B, C and D be received as information. It is
also recommended that Subjects 2, 3, 4, S, 6 and 8 be continued, and that Subject 7 be
discontinued.
The Committee on Economics of Railway Operation,
J. E. Teal, Chairman.
Bulletin 392, December, 1936.
381
.vS2 Economics of Railway Operation
Appendix A
(2) METHODS FOR OBTAINING A MORE INTENSIVE USE OF
EXISTING RAILWAY FACILITIES
M. F. Mannion, Chairman, Sub-Committee; B. T. Anderson, L. E. Dale, F. H. Mc-
Guigan, Jr., L. S. Rose, R. T. Scholes, H. F. Schryver, H. W. Snyder, M. F.
Steinberger, S. L. Wonson.
COORDINATION OF FACILITIES
This Committee previously submitted a report on the economies resulting from an
actual coordination project. Although the facilities covered in the study were not large,
the Committee felt it was a very good example of what can be accomplished when the
parties involved find themselves in a position to share the costs and reaHze the economies
on a basis equitable to all concerned and mutually profitable.
In larger and more involved coordination studies, however, there will no doubt be
many obstacles to be overcome. Some of them are listed below and classified in the
three following groups:
Selection of Facilities and Operating Methods
Physical restrictions.
Adequacy of facilities retained for joint use, to economically handle combined traffic.
Adaptability of operating methods to prompt and efficient movement of combined
traffic.
Effect on service to the public.
Economic Justification of Project
Amount of capital expenditures required.
Estimated savings.
Property Rights
Limitations on abandonment of property under mortgage provisions.
Reduction in assets due to physical retirements, and resulting reduction in Invest-
ment, and charges to Profit and Loss in property retired.
Advantage of location and the effect of common use of facilities now exclusively
used by one carrier.
Traffic values of prior occupancy, ownership and exclusive operation of facilities to
be jointly used.
Property values, and proper rental for privilege of using same.
Many justifiable coordination projects may be abandoned on account of the inter-
ested parties not being able to agree on the solution of one or several of the above
obstacles. The solution is not always easy, and often requires considerable time and
thought. In all coordination studies it should be borne in mind that no agreement of
any kind is a good agreement unless it is good for each and all parties to the agreement,
and any agreement which is not equitable in its benefits carries within itself the seeds
of ultimate dissolution.
Selection of Facilities and Operating Methods
The first step in the solution of any coordination project is to determine whether
or not the traffic (present and estimated future) can be economically and expeditiously
handled on the proposed facilities to be retained or constructed, and under the proposed
method of operation. This is purely an operating study and should be readily subject
Economics of Railway Operation 383
to solution and agreement. The proposed method of operation should not be governed
entirely by the lowest possible operating cost, but should be such that the traffic of no
party will suffer due to infrequency of service. The frequency of service in addition to
the location of facilities will determine the effect on serxice to the public.
Economic Justification of Project
Diversion of traffic from one railroad's facilities to the facilities of another railroad,
resulting in the abandonment of facilities, should result in a reduction of the combined
operating expenses of the railroads involved.
When such reduction, without any reduction in present or possible future revenue, is
more than the interest on expenditures necessary to complete the diversion, the joint use
is economically justifiable.
The following is Ust of items to be included in statement of savings:
A. Probable Items of Saving to Road Whose Facilities are Abandoned:
1. Elimination of cost of maintenance of facilities abandoned.
2. Elimination of operating costs of facilities abandoned such as stations,
signals, crossing protection, etc.
3. Saving in wages of employees not required under new operation, such as
crossing watchmen, operators, car inspectors, station employees, etc.
4. Reduction in cost of train transportation expenses due to increased speed, etc.
5. Taxes.
6. Net salvage from material removed and land sold.
7. Saving of interest on possible future capital expenditures on facilities aban-
doned, such as grade crossing elimination, etc.
B. Probable Additional Cost to Ro.ad Whose pACiLiTrES are Abandoned:
Capital Cost:
1. Interest on expenditures necessary to complete diversion.
Mainten.\nce Cost:
2. Maintenance of facilities necessary to complete diversion.
3. Dismissal compensation.
4. Increase in any other expenses.
C. Probable Additional Cost to Road Whose Facilities are Jointly Used:
1. Increased maintenance due to additional use.
2. Increase in train transportation expenses due to more congested traffic.
3. Interest on expenditures necessary to complete diversion.
4. Maintenance of facilities necessary to complete diversion.
5. Increase of operating costs of facihties jointly used.
6. Taxes.
7. Increase in any other expenses.
Property Rights
Many obstacles to coordination are listed under this heading, some of real merit
and others of more or less value. The prime purpose of any carrier is efficient
operation, resulting in the highest possible net operating income, from which to
compensate the property owners. Minimum gross operating expenditures are equally as
important to attain this objective as maximum gross operating revenues. If the removal
of physical property, with the resultant reduced maintenance, will increase net income
without restricting or affecting in any manner present or future gross income, the value
or earning power of the retired property still remains, even though there is no physical
evidence of same. In fact, through such abandonments the financial health of the
carrier is improved.
In order to overcome the obstacles listed previously under property rights, and
to equitably apportion the resulting economies, the agreement covering a coordination
project should accomplish the following:
■^84 Economics of Railway Operation
1. Divide equally, as nearly as possible, between the parties involved, the net
savings developed through the abandonment of surplus facilities.
2. Divide on a user basis, the net savings secured by increased use of the
facilities retained, with the precise division depending on whether joint use
of the facilities retained is on the basis of ownership or trackage rights.
3. Leave undisturbed in so far as may be feasible, the existing traffic situations.
4. Maintain the asset side (investments) of the Balance Sheet of each property
in as favorable position as possible, through exchange of property title
where feasible, without sacrificing more important economic considerations.
5. Maintain freedom of action of each party with respect to future traffic
projects in the tributary territory.
Principles Governing Agreements
This is a complicated subject; it has many ramifications with intricate details con-
cerning each individual project and it is extremely difficult to set up principles to be
observed in connection with the preparation of agreements between roads involved in
coordination projects. However, the following general principles apply in preparing
agreements covering coordination projects involving the abandonment of duplicate
facilities and these principles are divided into two groups:
1. Those applicable when the carrier whose facilities are retired becomes a
tenant of the carrier whose facilities are retained by acquiring trackage rights.
2. Those applicable when the carrier whose facilities are retired becomes a
joint owner of the facilities retained for joint use by the purchase of an
interest in such facilities.
Principles to Govern Trackage Rights' Agreements
1. The basic conception underlying the agreement is that the company whose line
is to be retained and used jointly shall be compensated for the additional expenses
incurred by reason of the joint use, that the net savings resulting from the abandonment
shall be equally divided between the two companies, and that such disturbance in
traffic relationships of the two railways as may result from the abandonpient and from
the joint use of the line which is retained shall be adjusted so that neither party will
suffer an enforced disadvantage.
2. With regard to the joint use of the line retained, the company whose line is
abandoned shall be in the position of a tenant of the company whose line is retained,
the terms of the tenancy to be such as may be agreed to in accordance with the general
principles herein set forth, and to provide that the tenant's potential opportunities for
development will not be adversely affected because of the acceptance of the position of
tenant and the abandonment of its line.
3. The tenant company shall have perpetual right of use of the lines retained, but
should the tenant company desire to cease to exercise the right of use, it may withdraw
from the agreement upon such equitable terms as may be established at that time, based
upon the principle that both companies shall be placed in the same relative position as
if the tenancy had not been exercised. Similarly, should the company whose line is
retained, desire to cease to exercise the right of use, it may turn over its property to
the tenant, if the tenant so elects, upon such equitable terms as may be established at
that time, whose line is retained for facilities equivalent to those abandoned, an amount
equal to the net salvage value of the fine abandoned and for any additional facilities it
desires to retain the fair market value at that time to the end that, except for the sub-
stitution of facilities, the tenant will be in the same relative position as if the tenancy
had not been exercised.
4. The principle, which has been adopted in most joint facility agreements, of
charging the tenant a rental equal to one-half of the interest on the capital invested in
the line retained will not be applicable in these agreements.
Economics of Railway Operation
385
5. As part compensation for the tenancy, the tenant shall share equally with the
company whose line is retained, the net salvage resulting from the abandonment by pay-
ing to that company annually one-half of five per cent of the fair market value of
such salvage. The determination of net salvage value shall be the fair market value of
the abandoned lands, and/or tracks and/or facilities, together or separately, due allow-
ance being made for the cost of salvaging. This fair market value, if it cannot be
jointly agreed to, shall be established by competitive firm tenders, called for by the
company owning the line to be abandoned, from the two railways and from such other
interests as may desire to bid, the bids to be on the basis that the bidder undertakes to
bear all the cost of salvaging. The highest bid shall be accepted and shall determine the
net salvage value, the right of the company owning the line to be abandoned to meet
the highest bid being reserved. Provided that if under any legal requirements the right
of way must be retained by the company abandoning its line, no salvage shall be
computed for the land which must be so retained.
6. The owner of the hne to be abandoned shall make and own such changes and
additional construction as is mutually agreed upon as necessary to bring the line to the
boundary of the right-of-way of the line to be retained, or such other point as may be
agreed upon. The owner of the line to be retained, at the expense of the tenant com-
pany, shall construct the connections and make any changes incidental thereto mutually
agreed upon as necessary upon his own right-of-way, or to such point as may be agreed
upon. The tenant company shall be allowed yearly by the owner of the line to be
used jointly a credit, in reduction of amounts otherwise payable, equal to five per cent
on one-half of all expenditure incurred for the purposes mentioned.
7. The tenant company shall pay to the company whose line is retained five per
cent yearly upon one-half of net additional capital expenditures for additions and better-
ments which may be made by mutual consent to the joint line. Disagreement, if any,
as to the proportion of the cost of additions and betterments desired by one company
and not by the other, which will be paid exclusively by the company desiring the addi-
tions and betterments and the proportion which will be paid by the company whose
line is retained and be included as additional capital expenditures to bear interest as
provided above shall be subject to arbitration, having regard to the purpose of this
agreement.
8. A record shall be kept of the additional maintenance and operation expenses
at the junctions, which shall be shared equally by the two companies.
9. The tenant company shall pay monthly to the company whose line is retained
in regard to transportation costs (excluding train expenses), other than additional trans-
portation costs at junctions, an amount which shall be determined as follows:
The fair and reasonable average annual transportation costs (excluding train
expenses) of the line to be abandoned shall be agreed upon.
The fair and reasonable average annual transportation costs (excluding train ex-
penses), under conditions existing prior to the joint use of the line to be retained shall
be agreed upon.
The estimated additional average annual transportation costs (excluding train ex-
penses) which will be incurred by reason of the joint use of the line to be retained shall
be agreed upon.
The proportion which one-half of such transportation costs (excluding train ex-
penses) on the line to be abandoned plus one-half of such estimated additional trans-
portation costs (excluding train expenses) to be incurred by the line to be retained,
bears to the total transportation costs (excluding train expenses) of the line to be
retained under estimated conditions of the joint use shall be expressed as a percentage.
386 Economics of Railway Operation
This percentage shall be applied each month to the actual transportation costs (excluding
train expenses) of the line used jointly.
The percentage established as above shall be applied to the accounts from year to
year but at the request of either company in order to remove any continuing inequity
arising out of the application of this formula a further determination will be made to
be effective at the commencement of the succeeding year to give effect to the general
principles enumerated in paragraph 1 hereof.
10. Such current materials and supplies as may be furnished by the company
whose line is retained shall be paid for upon the basis of the standard arrangement, in
effect from time to time, between the two companies, unless otherwise agreed.
11. When the company whose line is retained performs work for the tenant com-
pany, payment for such service shall be made on a user basis, subject to the proviso
that such user basis shall not introduce an inequity in the division of the economy,
resulting from the abandonment and joint use.
12. An estimate shall be prepared of the train transportation expenses incurred by
the tenant in moving its traffic over the line to be abandoned. A similar estimate shall
be prepared for the cost incurred by the tenant in moving its traffic over the line to be
jointly used. An estimate shall be made of any change in the expense of handling
traffic of the company whose line is retained due to the joint use. The net advantage
or disadvantage in money shall be shared equally by both companies.
13. The tenant company shall pay monthly to the company whose line is retained,
in regard to maintenance expenses other than additional maintenance expenses at
junctions, an amount which shall be determined as follows:
An estimate shall be agreed upon of the fair and reasonable average annual main-
tenance expenses of the line to be abandoned, less the fair and reasonable average
annual maintenance expenses of the new construction of the tenant line necessary to
reach the boundary of the right-of-way of the line to be retained or such other point as
may be agreed upon.
An estimate shall be agreed upon of the fair and reasonable average annual main-
tenance expenses of the line to be used jointly under conditions existing prior to the
joint use.
An estimate shall be agreed upon of the additional annual maintenance expenses
which will be incurred on the line to be retained by reason of the joint use.
In compiling these estimates the principle that maintenance of way and structures
expenses are divisible into two portions — one, fixed or independent of traffic, and the
other variable, dependent upon traffic, shall be recognized.
The proportion which one-half of the maintenance expenses as agreed upon of the
line to be abandoned, plus one-half of the additional maintenance expenses agreed upon
to be incurred on the line to be retained, bears to the total estimated maintenance
expenses under joint use of the line to be retained shall be expressed as a percentage.
This percentage shall be applied each month to the actual maintenance expenses
of the line used jointly.
The percentage established as above shall be applied to the accounts from year to
year but at the request of either company in order to remove any continuing inequity,
arising out of the application of this formula, a further determination will be made to
be effective at the commencement of the succeeding year, to give effect to the general
principles enunciated in paragraph 1 hereof.
14. The tenant company will pay annually to the company whose line is retained
one-half of any saving in taxes resulting from the abandonment of its line, together
Economics of Railway Operation 387
with one-half of any increased cost to the company whose line is retained in its taxes
resulting from the joint use.
15. The terms upon which traffic rights shall be granted shall be mutually agreed
between the parties, the tenant company having the right to elect, subject to charges
incurred under the plan selected, as follows:
(a) to exercise joint and equal traffic rights with the company whose line is
retained.
(b) to exercise limited traffic rights.
(c) not to exercise rights to originate or terminate traffic on the line used jointly.
In giving consideration to the terms upon which traffic rights shall be granted, the rela-
tion, existing and potential, of the line to be abandoned and of the line to be retained
shall be considered as at the time of election, and rental charge for traffic rights shall
be reached by agreement. A record of the freight and passenger car and locomotive
miles and such other information as is necessary to implement the arrangements set
forth herein shall be kept by both companies and shall be subject to verification.
16. The liability for damage on the joint premises shall be in accordance with
standard joint facility practice.
17. Any dispute which may arise out of the joint use which cannot be settled by
the companies shall be subject to arbitration, each company to appoint an arbitrator
and the two to choose a third.
Principles to Govern Joint Ownership Agreements
1. The basic conception underlying the agreement is that the company whose line
is to be retained and used jointly shall be compensated for the additional expenses in-
curred by reason of the joint use, that the net savings resulting from the abandonment
shall be equally divided between the two companies, and that such disturbances in
traffic relationships of the two companies as may result from the abandonment and from
the joint use of the line which is retained shall be adjusted so that neither party will
suffer an enforced disadvantage.
2. The company whose facilities are abandoned, by payment of one-half value of
net salvage from facilities abandoned to the company whose facilities are jointly used,
shall become owner of an undivided one-half interest in the facilities jointly used.
3. The cost of connections and added facilities, necessary to consummate the plan,
shall be equally divided between the companies and equally owned by them.
4. Future investments in additions and betterments to be jointly used, or invest-
ments required by public assessments, to be equally paid for and equally owned.
5. In the event that one party abandons operations, his interest is to be liquidated
through receiving from the other party payment of one-half the current net salvage
value of jointly owned property.
6. Industries on line retained, not now served by company whose facilities are
abandoned to be retained by company whose facilities are jointly used, who will
continue sole ownership and maintenance of faciUties concerned.
7. Either company shall have the right to individually serve new industries in the
event that both parties do not agree at the outset to make such service joint.
8. Privileges and obligations of existing contracts to be maintained unless
modifications are necessary to complete the coordination.
9. Leases on jointly owned right-of-way to be made by joint approval.
10. All maintenance and operations of jointly owned property shall be performed
by the company whose facilities are retained.
11. A record shall be kept of the additional maintenance and operating expenses
at the junctions, which shall be shared equally by the two companies.
388 Economics of Railway Operation
12. The company whose facilities were abandoned shaU pay monthly to the com-
pany whose facilities are retained in regard to transportation costs (except train ex-
penses), other than additional transportation costs at junctions, an amount which shall
be determined as follows:
The fair and reasonable average annual transportation costs (excluding train
expenses) of the line to be abandoned shall be agreed upon.
The fair and reasonable average annual transportation costs (excluding train ex-
penses) under conditions existing prior to the joint use of the line to be retained
shall be agreed upon.
The estimated additional average annual transportation costs (excluding train ex-
penses) which will be incurred by reason of the joint use of the line to be retained
shall be agreed upon.
The proportion which one-half of such transportation costs (excluding train ex-
penses) on the line to be abandoned, plus one-half of such estimated additional trans-
portation costs (excluding train expenses) to be incurred by the line to be retained,
bears to the total transportation costs (excluding train expenses) of the line to be
retained under estimated conditions of the joint use shall be expressed as a percentage.
This percentage shall be applied each month to the actual transportation costs (excluding
train expenses) of the line used jointly.
The percentage established as above shall be apphed to the accounts from year to
year but at the request of either company in order to remove any continuing inequity
arising out of the application of this formula a further determination will be made to
be effective at the commencement of the succeeding year to give effect to the general
principles enumerated in paragraph 1 hereof.
13. Such current materials and supplies as may be furnished by the company whose
line is retained shall be paid for upon the basis of the standard arrangement, in effect
from time to time, between the two companies, unless otherwise agreed.
14. When the company whose line is retained performs work for the company
whose facilities are abandoned, payment for such service shall be made on a user basis,
subject to the proviso that such user basis shall not introduce an inequity in the division
of the net economy, resulting from the abandonment and joint use.
15. An estimate shall be prepared of the train transportation expenses incurred by
the company whose line is abandoned in moving its traffic over the line to be abandoned.
A similar estimate shall be prepared for the cost incurred by the company whose line
is abandoned in moving its traffic over the line to be jointly used. An estimate shall be
made of any change in the expense of handling traffic of the company whose line is
retained due to the joint use. The net advantage or disadvantage in money shall be
shared equally by both companies.
16. The company whose facilities are abandoned shall pay monthly to the company
whose facilities are retained, in regard to maintenance expenses other than additional
maintenance expenses at junctions, an amount which shall be determined as follows:
An estimate shall be agreed upon of the fair and reasonable average annual main-
tenance expenses of the line to be abandoned, less the fair and reasonable average annual
maintenance on the new connections.
An estimate shall be agreed upon of the fair and reasonable average annual main-
tenance expenses of the line to be used jointly under conditions existing prior to the
joint use.
An estimate shall be agreed upon of the additional annual maintenance expenses
which wnll be incurred on the line to be retained by reason of the joint use.
Economics of Railway Operation 389
In compiling these estimates the principle that maintenance of way and structures
expenses are divisible into two portions — one, fixed or independent of traf&c, and the
other variable, dependent upon traffic — shall be recognized.
The proportion which one-half of the maintenance expenses as agreed upon of the
line to be abandoned, plus one-half of the additional maintenance expenses agreed upon
to be incurred on the line to be retained, bears to the total estimated maintenance
expenses under joint use of the hne to be retained shall be expressed as a percentage.
This percentage shall be applied each month to the actual maintenance expenses of
the line used jointly.
The percentage established as above shall be applied to the accounts from year to
year but at the request of either company in order to remove any continuing inequity,
arising out of the application of this formula, a further determination will be made to
be effective at the commencement of the succeeding year to give effect to the general
principles enunciated in paragraph 1 hereof.
17. The company whose line is abandoned will pay annually to the company
whose line is retained one-half of any saving in taxes resulting from the abandonment
of its line, together with one-half of any increased cost to the company whose line is
retained in its taxes resulting from the joint use.
18. The liability for damage on the joint premises shall be in accordance with
standard joint facility practice.
19. Any dispute which may arise out of the joint use which cannot be settled by
the companies shall be subject to arbitration, each company to appoint an arbitrator
and the two to choose a third.
Conclusions
It is recommended that the report be accepted as information and the subject
continued.
Appendix B
(3) METHODS OR FORMULAE FOR THE SOLUTION OF SPECIAL
PROBLEMS RELATING TO MORE ECONOMICAL AND EFFI-
CIENT RAILWAY OPERATION
C. H. R. Howe, Chairman, Sub-Committee; .E. Y. Allen, S. B. Clement, H. C. Crowell,
E. M. Hastings, E. E. Kimball, E. S. Pennebaker, C. C. Williams.
Note. — On recommendation of Committee XXI and with approval of
convention, Appendix B, pp. 389-402 inclusive are hereby withdrawn.
Economics of Railway Operation 403
Appendix C
(6) A METHOD OF DETERMINING THE EFFECT OF A MOD-
ERATE CHANGE IN TRAFFIC DENSITY UPON THE OPERAT-
ING RATIO OF A RAILWAY
S. W. Fairweather, Chairman, Sub-Committee; G. W. Hand, J. L. Haugh, P. R. Leete,
L. G. Morphy, J. F. Pringle, B. J. Schwendt, John Worley.
It has long been known that the operating expense of a railway is comprised partly
of fixed or overhead expense and partly of a variable portion which fluctuates with
fluctuations in traffic. This being established, it follows, as a mathematical necessity,
that the normal effect of an increase in traffic density will be to produce a decrease in
the operating ratio and vice versa. The effect upon the operating ratio may be calcu-
lated if the fixed and variable portions of the expenses are known. Statistical analysis
and judgment have resulted in formulae and methods for determining these factors.
Some of these are as follows:
(1) AREA Proceedings, Vol. 24, pages 1084-1094. Method for the determination
of proper allowances for maintenance of way expenses due to increased use and
increased investment (Yager Formula).
(2) AREA Proceedings, Vol. 25, pages 713-733. Method of calculating the cost of
moving freight traffic.
(3) AREA Proceedings, Vol. 37, pages 544-548. Influence of traffic density on
transportation expenses.
(4) AREA Proceedings, Vol. 35, pages 910-922. An analysis of all operating
expenses treated in relation to traffic density, capital investment and equipment.
These formulae and methods have special application, and taken together, enable
the effect on the operating ratio of an increase in traffic density to be calculated, but the
process is laborious. It is felt, therefore, that there is a place for a simple method of
approximating to the effect on the operating ratio of a moderate change in traffic
density. The method outlined below and on the charts is based upon the previous work
of Committee XXI and may be used for moderate changes in traffic density up to
30 per cent in cases where the capacity of the railway to handle increased traffic density
is not in question. The method is presented in the form of two alinement charts.
The first chart correlates the percentage change in traffic density to the percentage
change in operating expenses for any increase in traffic density from 1 per cent to
30 per cent and for all cases of initial traffic density from light to very heavy. Once
the percentage increase in expenses for a given percentage change in traffic density is
determined, the effect upon the operating ratio is a simple mathematical calculation
responding to the formula:
1 +e
R2=R,
1 + d
where
d =■ Percentage Change in Traffic Density
e = Percentage Change in Operating Expense
Ri =. Initial Operating Ratio
R2 = Final Operating Ratio
Traffic density is measured in millions of gross ton miles per mile of road, freight and
passenger, including engines and tenders without the refinement of assigning different
combining weights to different types of equipment, as this was found to be unnecessary.
The use of these charts may best be explained by an example:
404 Economics of Railway Operation
Road "A" had an initial traffic density of ,^,000,000 gross ton miles per mile. It
experiences an increase in traffic density of 15 per cent. Its initial operating ratio was
82. What should its operating ratio be with the increased traffic density?
The solution is as follows:
Refer to alinement Chart No. 1. Mark the point (A) on the scale of Inituil Traffic
Density corresponding to the traffic density of the road, namely 3,000,000. Next mark
the appropriate point (B) on the scale of Percentage Change in Traffic Density, namely
15 per cent. Join (A) and (B), project to intersect the scale of Percentage Change in
Operating Expenses at point (C) and read value 11.25 per cent. Either substitute this
Jig
value in the formula R2^Ri — or proceed as follows:
1 + d
Refer to alinement Chart No. 2. Mark at (D) the value of 1 + c in this case
111.25 per cent. Similarly, mark at (E) the value of 1 + d, in this case 115 per cent.
Join (D) and (E) and project to intersect the vertical scale of R2/R1 at (F). Mark at
(G) the initial operating ratio, in this case 82 per cent. Join (F) and (G), project to
intersect the scale of Final Operating Ratio at (H) and read value 79.33 per cent.
It will be noted that the change in the operating ratio due to a change in traffic
density for a given road is quite independent of the revenue per unit of traffic. This
does not mean that the operating ratio is not influenced by the unit revenue, because a
change in the unit revenue, other factors remaining constant, would produce an inversely
proportional effect on the operating ratio. It does mean, however, that where a change
in the operating ratio is being analyzed, the portion of that change due to traffic density
is quite independent of the unit of revenue. The remainder of the difference between the
operating ratios may be ascribed to factors such as changes in the unit of revenue, as
already indicated, or changes in price levels, changes in wages, some arbitrary and
temporary action of management such as curtailment of expenses, or to improvement in
operating methods leading to greater efficiency. The method outlined above, therefore,
may be defined as one for determining the normal and expected reaction of the operating
ratio to a change in traffic density. The explanation of a variation from the normal is
a matter of detailed analysis of other factors which may be present.
The percentage change in operating expenses naturally varies with the initial traffic
density of the road on account of the relationship between fixed and variable expenses
which has previously been mentioned. For instance, Chart No. 1 shows that a road of
low-traffic density, say 2,000,000 G.T.M. per. mile, should carry an increase of 10 per
cent with an increase in expense of 6.7 per cent, whereas a road of high-traffic density,
say 20,000,000 G.T.M. per mile, under the same conditions of increase in traffic density
would have its expenses increased by 9.5 per cent. It becomes apparent, therefore, that
the operating ratio of a low-traffic density line is much more sensitive to changes in
traffic density than that of a high-traffic density line. This would be true even if the
initial operating ratios were identical, but normally the operating ratio of a low-traffic
density line is higher than that of a heavy-traffic density line which further increases
the sensitivity. This may be illustrated as follows:
Take a high-traffic density line with an operating ratio of 70 and a low-traffic
density line with an operating ratio of 90. Let them both exjjerience an increase of
10 per cent in traffic density. The high-traffic density road should drop its ratio from
70 to 69.7. The light-traffic density line should drop its operating ratio from 90 to 87.3.
This serves to emphasize the great importance of traffic density on the financial and
operating results of relatively thin traffic fines.
Economics of Railway Operation 405
Addenda
An alinement chart affords a convenient method of expressing the relationship
between three or more variables when of a nature that their relationship can be expressed
in the form /i (2) = J2 {%) + /a {y). For those not famiUar with the method of con-
structing them, the following brief description of the simplest type of ahnement chart
may be interesting.
Let us start with any general equation, such as z ==: xy. The alinement chart affords
a method of expressing any relationship between x, y and z over any chosen range of
values, and in this sense may be likened to a slide rule which solves the same problem.
In fact an alinement chart of this simple form may be considered as a slide rule with
three hnes of logarithmic graduations so disposed in fixed relationship to each other that
a straight line across three performs the same operation as the manipulation of the sHde
and the cursor of a slide rule. Its properties depend upon the scales chosen for mark-
ing the logarithmic graduations and the relative positions of the lines with regard to
each other. Its mathematical basis is the proportionality of similar triangles.
In the simple general case 2 = xy, the first step is to express the equation in the
form /i(3) z=J2{x) + jz{y), which may be done by taking logarithms thus:
log z ^ log X + log y. Draw any vertical line, choosing a scale suitable to the data.
Plot the logarithmic graduation, and when completed, mark the appropriate points, not
with the values of the logs, but with the corresponding values of x just as is done in the
case of the graduation of the logarithmic scale on a slide rule. Next, draw another
vertical line at some convenient distance from the first, lay out along this line the log-
arithmic graduations to any convenient scale and mark the appropriate points with the
values of y. Whether the scales should be ascending or descending is readily determined
by the data or specific solutions of the equation.
So far there has been freedom of choice in the location of the lines and the scales
to which the logarithmic graduations have been made. The location of the third line
and the scale of its logarithmic graduation m'lst then be calculated as follows: Revert
to the scale to which the first vertical line was graduated — let us say, for example, the
distance in inches from log 1 to log 10 — this may be called the modulus of the first
graduation and is designated by to,. Similarly, determine the modulus of the second
graduation nh. Next measure the horizontal distance in inches between the two vertical
lines — let us call this k — then the location of the third vertical measured in distance from
the first vertical line will be knii/mi + nh. The scale for making the third logarithmic
graduation is determined by the following equation: ms = WiJWz/toi -t- w-. Having
drawn the vertical line in the position indicated, the next step is to determine one point
on it which satisfies the original equation. This may be done by drawing a straight
hne from any chosen value on the first line to any chosen value on the second line.
The point where it intersects the third vertical line may be marked with the value
determined from a particular solution of the equation z = xy and the logarithmic gradua-
tion to the scale indicated by the equation for nis must be made so that this point will
have its proper location thereon.
It will be seen that a considerable degree of judgment enters into the choice of loca-
tion of the first two vertical lines and of their scales or moduli. No simple method can
be given with regard thereto except the general one that by trial and error it becomes
quickly possible to determine the most convenient location.
Sometimes it is convenient to have the third scale for z lie beyond the scales x
and y, but this presents no difficulty because it simply means changing the equation thus:
y = z/x whence log y = log z — log x, from which one may proceed as before. In
406 Economics of Railway Operation
some cases, equations which do not seem to conform to the requirements for a simple
alinement chart may be cast in such form. Various expedients may be used to reduce
the data to a form suitable for expression by this means. Those who are interested in
the more difficult aspects of alinement charts should refer to M. d'Ocagne "Traite de
Nomographic" (Gauthier-Villars, Paris) ; Carl Runge, "Graphical Methods" (Columbia
University Press) ; J. B. Peddle, "Construction of Graphical Charts" (McGraw-Hill) ;
J. Lipka, "Graphical and Mechanical Computation" (Wiley).
Economics of Railway Operation
407
e
rtt*
-to
-15
■0?
-Of
-07
■-0.B
i-a>
r.3A
-2
r3
r9
7J5B
~6
5^^
-20
-10
r25
-30
-20
-25
-30
Alinement Chart No. 1.
408
Economic sof Railway Operat i o n
■\so
120
[-115
D
no
95
85
ltd
1-130
-120
no
R./R.
-95
>/^
-100
-iOS
-no
-115
120
■126
•z
140
1301
■i2a
M
-id-.
■90
T eo
H
65
-45
43
Allnement Chart No. 2.
Economics of Railway Operation 409
Appendix D
(7) TRAIN RESISTANCE AS AFFECTED BY WEIGHT OF RAIL
R. E. Van Atta, Chairman, Sub-Commiltee; F. D. Beale, Richard Brooke, S. B. Clement,
J. M. Farrin, C. H. R. Howe, J. S. McBride, R. T. Scholes, H. F. Schryver,
S. L. Wonson.
1. The total resistance overcume by a moving train is influenced by a number of
factors, of which rail is one. The resistance to movement due to the rail is,
theoretically, affected by the following factors:
(a) Weight (size) of the rail,
(b) Design, as it affects stiffness,
(c) Design, as it affects the head bearing surface,
(d) Placement, i.e., vertical or canted,
(e) Condition, as to worn head or battered ends,
(f) Joints, as to strength, stiffness and physical condition,
(g) Chemical and physical characteristics as affecting distortion of the head surface
under wheel loads.
2. All of these factors have been considered in the aggregate, in many studies made
to determine train resistance, track maintenance costs, the economical selection of rail,
studies of the effect of wheel loads upon rail, and in considerations of the overall cost
and utility of a complete track structure. Among the most serious and authentic articles
on these subjects are those contained in the progress reports of the "Special Committee
on Stresses in Railroad Track" in Vol. 19, AREA Proceedings, 1918, page 875 et seq., the
sixth progress report of the same committee, then designated "Special Committee on
Stresses in Railroad Track," in Vol. 35, AREA Proceedings, 1934, page 278 et seq.,
monograph "Economics of Railway Track" by James M. Farrin, in Vol. 28, AREA Pro-
ceedings, 1927, page 1193 et seq., a study "The Economical Selection of Rail" by A. N.
Reece, in Vol. 31, AREA Proceedings, 1930, page 1195 et seq., and a "Study of the Effect
of Various Intensities and Repetitions of Wheel Loads upon Rails," in Vol. 27, AREA
Proceedings, 1926, page 580 et seq.
3. The effect of rail on train resistance was also included in the totals obtained
by actual tests carried out by the University of Illinois under the direction of Prof.
Edward C. Schmidt and first reported in that University's Engineering Experiment
Station Bulletin No. 43 in 1910, reprinted as Bulletin No. 48 in 1934; tests by the
Pennsylvania Railroad as reported in 1915 in their Test Department Bulletin No. 26,
entitled "Train Resistance and Tonnage Rating"; also in tests conducted by the General
Electric Company, reported in General Electric Review in October, 1926. But in none
of these tests was any effort made to determine separately the effect of rail on train
resistance as distinguished from other factors included in the totals.
4. In Mr. Reece's study on "The Economical Selection of Rail," AREA Proceedings,
Vol. 31, page 1539, it is stated "(2) There is no difference in train resistance between
using worn wheels and new wheels, after the rail has been worn to fit the worn wheel
contour." Since this was determined from actual tests, further consideration of fac-
tors (c), (d), (e) (except the effect of battered ends), and (g), listed in paragraph 1
above, may be omitted.
5. As to the effect of battered rail ends on train resistance, this may be of more
or less importance. But since the effect, whatever it may be, is an attribute of rail
age (or wear) and the quality of track maintenance, the effect would be similar for
various weights of rails and may be considered as being entirely independent of the
weight of rail.
410 Economics of Railway Operation
6. The effect of rail joints on train resistance, factor (f) in paragraph 1, should be
negative with well designed, installed and maintained joints. Stiffer sections of rail
would partially overcome the adverse effect of poorly designed and maintained joints.
Also, for a train of 100 cars on a track laid with 38-ft. rails, only from 13 to possibly
15 wheels out of a total of 400 wheels (on one side of the train) would be on rail
joints at the same time, and something less than twice these numbers for the total of
800 wheels in the train. For 39-ft. rails, the simultaneous contacts of wheels and rail
joints would be less. This factor can then only affect, at most, from 3 per cent to 4 per
cent of whatever resistance to train movement may be due to varying weights of raU.
And since, as will be seen later, the total effect on train resistance due to weight of rail
is comparatively small, the effect due to rail joints may, for the purpose of this study,
be ignored.
7. Strictly speaking, the weight of rail or size, factor (a) in paragraph 1 above,
has no influence on train resistance unless at the same time considered in connection with
factor (b), "Design, as it affects stiffness." Practically all effect on train resistance due
to weight of rail, results from the bending of the rail, creating so-called "wave action
resistance," the overcoming of which requires force^ and consequently affects train
resistance.
8. It has been suggested that wave action resistance of rail may be calculated by
the application of the formula for the elastic curve of rail depression under a single
wheel load. A formula suggested by F. W. Gardiner, of AREA Committee IV— Rail, on
this basis, is as follows:
.0145 P
R^ =
V I u
where
Ry, zr: Wave action resistance in lb., per ton
P = Average wheel load in lb.
/ = Moment of inertia of the rail in inches*
u z=z Modulus of elasticity of the rail support equals lb. pressure per unit
(1 inch) length of rail required to depress track 1 inch (see AREA
Proceedings, Vol. 19, page 973).
9. Results obtained under this formula may be sufficiently close to accuracy for
ordinary purposes, although the factor 0.0145 may well be replaced by a coefficient "c"
to be established by experience or judgment for various track (roadbed) conditions.
This factor 0.0145 is used to modify the theoretical rail depression under a single wheel
load so as to give results approximating those existing under an ordinary series of four
wheels such as would be met with in common train make-up. Nevertheless, we have
the objection expressed by Dr. Talbot, of the Special Committee on Stresses in Railroad
Track, that "actually in track, we do not have single wheel loads and that the track
depression from a series of closely spaced wheel loads may be more, or even less, than
the depression of an individual wheel." At the AREA convention in March, 1935, Dr.
Talbot, in his discussion of the Rail Committee's report on "Economical Values of
Different Sizes of Rail," objected, for the same reason, to using the track depression of
a single wheel load as an indication of the track stiffness and measure of maintenance
requirements.
10. It therefore seems desirable that all studies of the effect of rail on train resist-
ance should be based on a "typical wheel loading," representative of actual operating
conditions. It was for this reason that Mr. Reece's study on the "Economical Selection
of Rail" was based on the loading shown on Chart 21 in that report. The wheel load
used being the weighted average, 11,250 lb., for one year's traffic, and the wheel spacing,
Economics of Railway Operation 4U
66-in., 94-in., 66-in., corresponding with the rear truck of one freight car followed by
the lead truck of the adjoining car.
11. For this typical wheel loading, the coefficient of track depression for several
different values of Xi {Xi = 20, 22, 25, 30, 35, 40, 44, SO) has been calculated by means
of the master diagram and formulae for track depression, as developed by Dr. Talbot's
committee (see AREA Proceedings, Vol. 19, page 836, reprinted in Vol. 35, page 280).
These data are shown on attached Charts 1 to 8, inclusive, together with calculations
for the amount of work done per inch of forward movement of wheel for the different
values of Xi. (Note: For an explanation of the method of making these calculations,
see AREA Proceedings 1930, Vol. 31, page 1S4-1SS0.) These data are then all com-
bined in attached Chart 9 to show a coefficient of train resistance (Kt) for values of Xi
from 20 to 50, inclusive. On Chart 9 is also given a formula for using this coefficient
Kt to determine the train resistance for any wheel loading, rail size, or modulus of rail
support "w". The only fixed consideration is the wheel spacing which must be as
assumed in the typical loading referred to above. This formula is as follows:
rr • ■ , 500 KrYo-u
Tram resistance r= _ in j^ pgj. ^0^1 where
P = wheel load in pounds
Kr = coefficient of train resistance
Yo =: maximum depression in inches for single wheel load
u = modulus of elasticity of rail support in pounds per inch.
and for a typical wheel spacing of 66-in., 94-in., 66-in.
12. The coefficient of train resistance (Kr) is the coefficient which, applied to the
term "Yo%", will give the inch-lb. of work per rail required to move a car having a
weight of 8 P a distance of one inch. To translate this into terms of resistance force
in lb. per ton, it is only necessary to divide the work done by the distance of movement
and by the weight of the car in tons.
Since the work done per rail = KtYo'u in inch-lb.
and the distance = 1 inch
and one-half the car weight ^ — tons,
2000
then the train resistance is as stated in the formula.
13. This formula may be conveniently used by referring to page 284, Vol. 35,
AREA Proceedings, for the value of Xi and Yo. Or if preferred, the following formula
may be used, in which the value of Yo, as determined by Dr. Talbot's committee, has
been inserted and known constants reduced:
T, . . . 500 KtYo'^ m ■ lu
Tram resistances — in lb. per ton
P
Yo ^
Train resistance :
4 V 64 E I u'
E — 30,000,000 lb. per sq. in.
500 Kr u P*
P V 1,920,000,000 7 M*
500 Kr u P 0114 KrP
in lb. per ton
43800 u y/ I u y/ I u
By comparison of this formula with the formula suggested by Mr. Gardiner, in
which the train resistance equals ' , it is apparent that the two formulae will
V I,u
give the same results when KT=i P~ or 1.27. Referring to Chart 9, it will be
.0114
412 Economics of Railway Operation
observed that Kr equals 1.27 when Xi equals 22 and 35. The former value of Xi will
seldom be encountered in present day track. The larger value of JV, equals 35, is
approximated in the following combinations of rail and rail support, for which Mr.
Gardiner's formula will give results similar to those obtained from the preceding formula:
Value of u
Rail Section
Value of X.
1000
85 ASCE
34.2
ISOO
100 RE
3S.0
2000
112 RE
3S.0
2S00
131 RE
35.7
4000
152 PS
34.8
14. Chart 10, attached, has been prepared on the basis of the foregoing to show
calculated Wave Action Resistance for the above typical wheel loading on track having
supporting or elasticity characteristics of w = 1000, 1500, 2000 and 3000, and for moments
of inertia of the rail from 30 to 130 inch*.
15. Theoretically, the modulus of rail support, u, is independent of the rail size
or stiffness and should be constant for the same conditions of ties and roadway. How-
ever, in the tests covered by Mr. Recce's study on the "Economical Selection of Rail,"
the track depression as actually measured for 85-lb. and 127-lb. rail on identical ties and
roadbed were such as to make it necessary to insert higher values of "m" in the formula,
for 127-lb. rail, to conform to the actual depression.
16. The tests of the Special Committee on Stresses in Railroad Track have also
reflected a tendency towards higher values of "m" with the heavier rails. However,
Dr. Talbot's expressed view is that "?^" should remain a constant value for a particular
tie and roadbed condition, regardless of weight of rail used.
17. On Chart 10, attached, is also plotted the results of the Kansas City Southern
tests, and also the wave action resistance according to Mr. Gardiner's formula (para-
graph 8, above) for "m" = 1000, 2000 and 3000. It will be noted that Mr. Gardiner's
formula gives results in fairly close conformity to the theoretical for "m" = 2000 and
3000, but varies considerably from the theoretical for "m" ■= 1000. His curve for
"m" := 1000 does, however, closely parallel the KCS curve, in which the actual tests
indicated a variation of "m" from 1125 for 85-lb. rail to 1550 for iSO-lb. rail.
18. It should be recalled that effort is being made in this study to evaluate only
the extent of that part of total train resistance which is affected by varying weights of
rail. From Chart 10, attached, it will be noted that the extreme range of the variation
is from a maximum of 0.93 lb. per ton for a moment of inertia of rail of 30 inch*
with "m" ^ 1000, to a minimum of 0.28 lb. per ton for a moment of inertia of rail of
120 inch* with "m" = 3000, or a maximum variation of 0.65 lb. per ton.
19. In estimating the advantages to accrue from replacing rail with a heavier sec-
tion, consideration should be given to the probability that ordinarily no change would
be made at the same time in the rail support. A proper comparison between the two
rails would then be based on the same factor "z<" if the elastic theory of roadbed is
accepted. Accordingly, the difference in wave action resistance for the two sections
would be much less than the maximum difference of 0.65 lb. per ton mentioned in the
next preceding paragraph. If, however, factor "m" is considered to change with weight
of rail as is indicated in the Kansas City Southern tests, then the difference in train
resistance due to rail would be more pronounced in favor of the heavier section.
20. In ordinary train operation at slow speeds on level track, the total resistance
per ton of gross load is of the order of 4.0 to 4.5 lb. Accepting the latter figure for the
purpose of comparison, a resistance of 0.93 lb. per ton due to a low weight of rail and
low value of "u", amounts to 20.6 per cent of the total, and for 0.28 lb. per ton due
Economics of Railway Operation 413
to heavy rail and high value of "m" is 6.2 per cent of the total. If allowance is made
for train resistance due to adverse grades even as low as 0.5 per cent, the percentage of
the total as affected by varying weights of rail becomes of diminishing importance.
21. As demonstrated by the Kansas City Southern tests, train resistance due to
bending of the rail remained constant for various speeds. Therefore, since the total
resistance per ton increases with speed, as shown in the University of Illinois and other
tests, the portion of the resistance due to wave action of the rail again becomes of
diminishing importance.
Conclusions
22. a. Neither train resistance nor internal stress in rail is affected by weight of
rail, except as weight is used to modify the moment of inertia (or stiffness) of the rail
section.
b. The effect on train resistance of the head bearing surface of a rail is negligible
after the head surface is worn to fit the average worn contour of wheels.
c. The quality of rail and joint maintenance as affecting train resistance may be
disregarded, upon the assumption that over a period of time the average maintenance
conditions would be the same for any two or more rail sections under consideration.
d. The effect of weight of rail on train resistance is in turn modified by wheel
loads and spacing of the wheels.
23. The method used in preparing the attached charts may be considered as a
guide in approaching the problem of "Train Resistance as Affected by Weights of Rail,"
and the curves shown on Chart 10 may be used directly or interpolated for conditions
coming within their scope and for the typical wheel spacing used.
This report is submitted as information, and it is recommended that the subject
be dropped.
414
Economics of Railway Operation
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REPORT OF COMMITTEE XVI— ECONOMICS OF
RAILWAY LOCATION
F. R. Layng, Chairman; Fred Lavis, H. M. Stout, Vice-
S. E. Armstrong, R. S. Marshall, Chairman;
F. A. Barnes, Wm. Michel, H. W. Snyder,
J. L. Campbell, F. A. Russell, C. B. Stanton,
H. H. Edgerton, J. R. ScATTERDAy, R. S. Stephens,
R. P. Forsberg, H. C. Searls, ■». J. E. Teal,
E. A. Humphreys, H. B. Shattuck, H. M. Tremaine,
E. E. Kimball, H. M. Shepard, W. D. Wiggins,
E. E. King, Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the subject "Revision of the Manual"
which report is shown in Appendix A. The Committee also reports progress on the
following assignments:
1. Operating Data Essential to Establish Units for Making Line and Grade Revisions
to Meet Operating Requirements.
2. Effect of Speeds in Excess of 75 Miles per hour on the Economics of Railway
Location, collaborating with Committee XXI — Economics of Railway Operation and the
Special Committee on Complete Roadway and Track Structure.
The Committee on Economics of Railway Location,
F. R. Layng, Chairman.
Appendix A
(1) REVISION OF THE MANUAL
E. E. Kimball, Chairman, Sub-Committee; H. W. Snyder, S. E. Armstrong, E. E. King,
F. A. Russell.
This year the Sub-Committee has confined its attention to a revision of that part
of the Manual which relates to "Power."
Steam Locomotives
It is important to state for the benefit of members of the Association that data
similar to that in ihe Manual concerning "Steam Locomotives" is receiving widespread
attention from a number of different sources.
Steam locomotive builders have been engaged for the past few years on revisions
of their handbooks, but have not yet released them for publication.
Committee XXI has outlined an approximate method which is simple and can be
easily applied.
The Research Bureau of the Association of American Railroads has appointed a
committee of the Mechanical Division to revise Cole's Ratios — one of the methods which
has been widely used for many years.
In view of this situation the Committee believes that it would be advantageous to
postpone revision of the Manual as regards Steam Locomotives until more up to date
data is available from some of these other sources.
Bulletin 392, December, 1936.
421
422 Economics of Railway Location
Electric Locomotives
In addition to the revisions discussed in Exhibit B referring to "Electric Locomo-
tives," the Committee recommends the adoption of new definitions for some of the
fundamental factors which are common to all types of locomotives. These are listed in
the introduction which follows.
(II) POWER
Introduction
Fundamentally the purpose of any locomotive is to furnish power for hauling trains
over steel rails. The final output is a combination of speed and tractive effort which
is usually referred to as "the locomotive characteristics."
(1) Tractive Effort. — For the sake of uniformity in dealing with different types
of locomotives, tractive effort is defined as the force exerted at the driving axles to
propel the locomotive.
In the case of steam locomotives the tractive effort which is usually based on the
cylinder or indicated horsepower will be referred to as cylinder or indicated tractive 4
effort in order to distinguish it from the driver tractive effort which is equal to the
cylinder tractive effort less the mechanical losses in the engine.
(2) Horsepower. — ^The power developed or exerted by a locomotive is generally
measured in terms of horsepower (33,000 foot-lb. of work per minute) and therefore is
equal to the product of the tractive effort in pounds times the speed in miles per hour
divided by 375, or mathematically expressed
jjp^TEXMPH^ (1)
(3) Locomotive Capacity. — -Theoretically the capacity of any locomotive is lim-
ited in two ways: First by the amount of power it can use and second by the amount
of power it can develop.
The first limit is set by the adhesion between the drivers and the rails and hence is
known as the adhesion limit.
The second limit is set by the amount of power available on the locomotive which
is usually referred to as the horsepower capacity of the locomotive.
(4) Adhesion Limit. — The adhesion limit depends upon the weight on drivers and
the adhesion or friction which exists between the driving wheels and the rails and which
is the factor that prevents them from slipping.
(5) Maximum Tractive Effort. — The adhesion or adhesion factor which deter-
mines the maximum tractive effort of a locomotive depends upon rail and weather
conditions. Under poor rail conditions it may amount to less than 5 per cent of the
weight on drivers, whereas under exceptionally good conditions it may exceed 40 per
cent of the weight on drivers. Poor rail conditions can be improved by the use of sand
so that in practice it is generally assumed that maximum tractive efforts of 25 to 30 per
cent of the weight on drivers can normally be expected.
(6) MAxiMtrM Horsepower. — The maximum horsepower which it is possible for
any locomotive to use is set by the adhesion limit and is independent of the horsepower
available, that is, the full avaDable horsepower of a locomotive cannot be used at low
speeds whereas at high speeds more power could be used if it were available. The
maximum horsepower set by the adhesion limit is proportional to the speed and is
represented by a straight line OA in the diagrams which follow.
(7) Available Horsepower. — The available horsepower depends upon the source
of power and upon the type and design of locomotive.
Economics of Railway Location 423
(8) Source of Power. — There are two sources of power, one is internal, when the
power is developed on the locomotive, the other external, when the locomotive is only
required to convert the power it receives from an outside source into mechanical power
and apply it to the driving wheels.
Steam and Diesel power locomotives are examples of one class and electric locomotives
of the other class.
Exhibit A
STEAM LOCOMOTIVES
For the reasons stated above the Committee desires to withhold publication of the
data they have prepared on steam locomotives. It is thought that cooperation with the
other committees working on this subject will lead to better results.
Exhibit B
ELECTRIC LOCOMOTIVES
Systems of Electrification
There are two general systems of electrification, namely, the Direct Current and the
Alternating Current Systems.
Types of Electric Locomotives
In all there are four types of electric locomotives: (a) Direct Current Locomotives,
(b) Single Phase (Alternating Current) Locomotives, (c) Split Phase Induction Motor
Locomotives and (d) Single Phase Motor Generator Locomotives.
The last three types have been developed for the Alternating Current System and
therefore are classed as Alternating Current Locomotives.
The same basic principles apply to all four types, but they have inherent char-
acteristics which are different, as shown in Fig. 1-4.
Difference Betw^een Steam and Electric Locomotives
Locomotive Capacity .^ — From a performance standpoint the chief difference between
steam and electric locomotives is due to the fact that the output of steam locomotives is
limited by the capacity of the boiler to supply steam, whereas electric locomotives draw
their power from an outside source which has a relatively unlimited capacity. How
much of this capacity is to be used depends upon the performance desired and the
design of electric locomotive.
Theoretically there are two ways to make use of the large amount of power available
for electric operation. One is by equipping the locomotive with powerful enough motors
so as to be able to exert the same maximum tractive effort as steam but at higher speeds
than possible with steam. The other is by increasing the maximum tractive effort, that
is, by increasing the total weight on drivers by the addition of more drivers.
Adhesion Limit. — For a given weight on drivers the output of electric locomotives
is limited by adhesion the same as described in the case of steam locomotives, except that
on account of the uniform tractive effort of electric locomotives they are less Hkely to
slip at the same average adhesion than are steam locomotives. In practice electric loco-
motives are usually designed to take advantage of superior rail conditions whenever they
exist, whereas it is customary to cylinder steam locomotives for a definite maximum
tractive effort, consequently they do not have this ability if rail conditions happen to be
better than those for which thev are cvlindered.
424 Economics of Railway Location
While tractive efforts in excess of 30 per cent of the weight on drivers are fre-
quently obtained with electric locomotives, it is customary to assume the same adhesion
limit of 25 per cent of the weight on drivers for both steam and electric locomotives,
because steam locomotives have an advantage in coupled drivers (side rods) which
about offsets the electrical advantage of uniform tractive effort. Thus in order to
increase the tractive effort of electric locomotives over steam, it is practically necessary
to consider more drivers.
Wheel Arrangement. — The mechanical designs and construction of steam and elec-
tric locomotives have developed along lines which are best suited to the requirements of
their respective types of power application. There are important differences which can
be and are taken advantage of in the construction of electric locomotives and which
have brought about the adoption of a different method for classifying electric locomotives
from the one in vogue for steam locomotives.
For example, a locomotive having 4 guiding wheels, 8 driving wheels and 4 trailing
wheels would be classified in steam practice as a 4-8-4 locomotive, but in electric
practice it would be a 2-D-2 locomotive, which indicates it has three trucks, a leading
truck with 2 idle axles, a driving truck indicated by letter having 4 driving axles (D the
fourth letter in the alphabet is used to indicate 4) and a trailing truck having 2 idle axles.
In the design of electric locomotives one of the axles in each of the leading and
trailing trucks could be driven by a motor. According to steam practice the locomotive
would still be classified as 4-8-4, but under the electric system it would be classified as
lA-D-Al, which indicates the locomotive has three trucks as before and also that the
inside axles of both leading and trailing trucks are driving axles and that the locomotive
has 6 driving axles instead of 4. (A-D-A according to the alphabet standards for
1 + 4+1 equals 6.).
Similarly a 1-C + C-1 electric locomotive corresponds to a 2-6 + 6-2 steam loco-
motive. The steam system counts wheels, whereas the electric system counts axles and
designates drivers by appropriate letters.
Horsepower Rating of Electric Locomotives. — The horsepower rating of electric
locomotives is an arbitrary rating which is determined by the heating of the motors.
The motors are capable of carrying heavy overloads for short periods, consequently the
motor designer must have some knowledge of operating conditions before a horsepower
rating can be given.
For preliminary studies of comparative performance between steam and electric
locomotives it is generally sufficient to be able to construct typical characteristic curves
to duplicate or improve the steam performance as desired. After the performance has
been calculated, designing engineers will be able to assign a horsepower rating to the
locomotive.
Tractive Effort and Horsepower of Electric Locomotives
Direct Current Locomotives. — Fig. 1 to 4 show typical characteristic curves of
the four types of electric locomotives mentioned above. The forms on the following
pages illustrate a convenient method for calculating the approximate tractive effort and
horsepower output of any of the electric locomotives when the weight on drivers and
the tractive effort or horsepower at some speed is known.
Example 1. Assume a direct current locomotive which has 225 tons on drivers is
rated 3350 hp. at 21.6 mph. on shunted field. Find Vi and calculate the speed tractive
effort curve.
Economics of Railway Location 425
Since HP =T^><J'IE.
375
Rated tractive effort = 3350 X 375 _ jg ,00 lb.
21.6
Rated tractive effort/ton on drivers = 58,200/225 =^ 258.5 lb.
Then in column (c) of the form on page 426 under shunted field, find 256 the nearest
figure to 258.5. The corresponding speed in column (a) is 1.50 X Vi, hence Vi is ap-
proximately equal to 21.6/1.50 equals 14.4 mph. Enter 14.40 on the third line in col-
umn (b) opposite to 1.00 X Vi and proceed to calculate the miles per hour corresponding
to the various multiples of Vi.
The corresponding locomotive tractive efforts will be found by multiplying the tractive
efforts in column (c) by the weight on drivers, in this case 225 tons.
Some locomotives are not equipped for shunting the fields. The procedure in this
case, assuming the same example, is as follows:
Note that 258.5 is between 289 and 228 (5th and 6th lines column (c) ). The cor-
responding speed in column (a) is between 1.20 and 1.30 X Vi or from the chart Fig. 1
it is 1.25 X Vi hence in this case Vi equals 21.6/1.25 or 17.3 mph.
In general the maximum safe speed of electric locomotives is limited by the periph-
eral speed of the motor armatures and hence depends upon the gear ratios. Account is
taken of this fact in limiting the speed range to 2.6 X Vi hence in the examples assumed
the maximum safe speeds would be in the neighborhood of 37.5 and 45 mph.
Single Phase Alternating Current Locomotives. — The same procedure using the
corresponding form applies to single phase alternating current locomotives.
However, since it is feasible with this type of locomotive to provide a large number
of running positions or control notches in order to obtain the full capacity of the loco-
motive over all sections of the profile, it is important to be able to calculate supplementary
characteristic curves which correspond to shunted field connections for direct current
locomotives.
A simple method suitable for most purposes is indicated at the bottom of the form.
For example, the driver tractive efforts in column (d)' are entered in the first column,
then for a 10 per cent increase in speed the miles per hour in column (b) are multiplied
by 1.10 and entered in the third column and so forth for other percentage increases
in speed.
In calculating these supplementary characteristic curves it is important to guard
against exceeding the maximum safe operating speed and the overload capacity of the
equipment.
In practice it is generally assumed that the rated horsepower capacity appUes for all
speeds above 60 per cent of the maximum operating speed. For conservative estimates
the average horsepower output over this speed range should not exceed the continuous
rating and the maximum output should be limited to less than a 50 per cent overload.
Split Phase Induction Motor Locomotives. — ^The split phase induction motor loco-
motive is inherently a constant speed locomotive on account of the fact that the speeds
of induction motors depend upon the frequency of the distribution system and the
number of magnetic poles in the motor design.
In order to double the speed of an induction motor it is necessary to be able to
reduce the number of poles to half, which is feasible from an electrical standpoint
provided the number of magnetic poles is divisible by 4.
426
Economics of Railway Location
FORM FOR CALCULATING THE TRACTIVE EFFORT AND HORSEPOWER
OUTPUT OF TYPICAL ELECTRIC LOCOMOTIVES
Direct Current
ITEM
1. Type (Wheel Arrangement)
2. Weight of Drivers (Tons)
3. Weight of Locomotive (Tons)
4. Number of Motors
6. Horsepower Continuous Rating
6. Speed at Continuous Rating
7. Tractive Effort Continuous Rating.
8. Maximum Safe Speed MPH
SPEED
DRIVER
TRACTIVE EFFORT
LOCOMOTIVE
OUTPUT
SUBSTATION
OUTPUT
V
MPH
Lb. Per
Ton on
Drivers
Total
HP Per
Ton on
Drivers
Total
KWPer
Ton on
Drivers
Total
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
0
0
*
.94 X V,
600
1.505 XV,
1.475 XV,
1.00 "
500
1.333 "
1.250 "
1.10 "
376
1.103 "
1.014 "
1.20 "
289
.925 "
.840 "
1.30 "
228
.790 "
.701
1.40 "
182
.680 "
.606 "
1.50 "
148
.5|2 "
.527 "
1.60 "
122
.520 "
.463 "
1.8% "
86
.413 ••
.372 "
2.00 "
63
.336 "
.308 "
2.20 "
47
.276 •'
.260 "
2.40 "
36
.231 "
.225 "
2.60 "
28
.194 "
. 194 "
1.30 X V,
393
1.362 X V,
1.290 XV,
1.40 "
314
1.173 "
1.085 "
1.50 "
256
1.025 "
.932 "
1.60 "
211
.900 "
.812 "
1.80 "
148
.710 "
.634 "
2.00 "
108
.576 "
.512 "
2.20 "
81
.476 "
.423 "
2.40 ••
63
.403 "
.362 "
2.60 "
49
.340
.310
* Substation Output During Acceleration Depends on Type of Control
Shunted Field
Rheostatic
Series Parallel
Three Speed
Speed
KW Output
Speed
KW Output
Speed
KW Output
0 to V,
1.250 XV'
0 to H V,
Vi V, to V,
.650 X V,
1.250 X V,
0 to }4 V,
Vs V, to % V,
Vs V, to V,
.450 X V,
.850 X V,
1.250 XV,
I
Economics of Railway Location 427
The chief advantage of the split phase induction motor locomotive is due to its
ability to automatically regenerate power and return it to the distribution system when
operating on descending grades. All other types of electric locomotives are capable of
regenerating power under the same conditions if they are provided with a suitable control.
Fig. 5 shows typical characteristics of induction motor locomotives. The variations
in speed are so slight that a form for calculating the characteristic curves is not required.
Motor Generator Locomotives. — Motor generator locomotives are essentially direct
current locomotives arranged to operate from a single phase alternating current trolley
by installing a motor generator set on the locomotive to convert alternating current into
direct current.
Fig. 6 and the corresponding form show typical characteristic curves and a method
for calculating them based on the rated kw. capacity of the motor generator set. The
same form is suitable for computing the characteristic curves corresponding to overloads
by making the proper substitutions.
Comparison of Steam and Electric Locomotive Performance
In order to illustrate one of the steps required in making comparisons of steam and
electric locomotive performances, assume for simplicity that the profile is composed of
equal stretches of .8, .5, .2 and 0.0 per cent grades and that the characteristics of the
steam locomotive whose performance it is desired to duplicate or improve are known.
Plot the speed tractive effort curve of the given steam locomotive and the tractive
resistance of locomotive and train on the various grades as shown in Fig. S and 6.
Assume the weight on drivers for the steam locomotive is 195 tons and the tractive
effort required on the .5 per cent grade is 63,200 lb. at 28.3 mph.
Based on duplicating the steam locomotive performance on the .5 per cent grade
with the same weight on drivers for the electric locomotives the tractive effort per ton
on drivers will amount to 324 lb. which corresponds to I.IS X Vi for direct current loco-
motives and 1.30 X Vi for single phase alternating current locomotives from which
Fi = 28.3/1.15 or 24.5 mph. for d.c. and 21.8 mph. for a.c.
Calculate and plot the speed tractive effort curves of the electric locomotives and
obtain the free running speeds on the various grades as shown in Fig. 5 and 6. Applying
these speeds to the length of the various grade sections will give a preliminary comparison
of the performances over the district.
Fig. 7 shows four supplementary characteristic curves and their relation to the
continuous and overload capacity of the locomotive.
Given the speed tractive effort curves on which the desired performances are based,
designing engineers will be able to determine the number of motors required, their
horsepower capacity and the weight of the locomotive.
Recommendations
This report is submitted as information. During the next year the subject-matter
will be further considered and finally it will be submitted to the membership for approval
and printing in the Manual.
428
Economics of Railway Location
FORM FOR CALCULATING THE TRACTIVE EFFORT AND HORSEPOWER
OUTPUT OF TYPICAL ELECTRIC LOCOMOTIVES
Single Phase Alternating Current
ITEM
1. Type (Wheel Arrangement)
2. Weight on Drivers (Tons)
3. Weight of Locomotive (Tons)
4. Number of Motors
5. Horsepower Continuous Rating
6. Speed at Continuous Rating
7. Tractive EflFort Continuous Rating
8. Maximum Safe Speed MPH
SPEED
DRIVER
TRACTIVE EFFORT
LOCOMOTIVE
OUTPUT
SUBSTATION
OUTPUT
V
MPH
Lb. Per
Ton on
Drivers
Total
HP Per
Ton on
Drivers
Total
KWPer
Ton on
Drivers
Total
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
0
0
500
0
V,
1.00 XV,
500
1.333 XV,
1.333 X
1.10 "
426
1.250 '
1.250 •
1.20 "
369
1.181 '
1.181 •
1.30 "
323
1.120 •
1.120 '
1.40 "
285
1.065 •
1.065 •
1.50 "
254
1.016 •
1.016 •
1.60 "
228
.973 •
.973 '
1.80 "
188
.902 •
.902 •
2.00 "
157
.837 •
.837 '
2.20 "
135
.792 •
.792 •
2.40 "
116
.742 •
.742 '
2.60 "
102
.707 '
.707 •
2.80 "
90
.671 •
.671 '
8.00 "
80
.640 •
.640 •
Supplementary Characteristic Curves
DRIVER
TRACTIVE
EFFORT
MILES-PE
R'HOUR
V' =
V" =
•
Economics of Railway Location
420
FORM FOR CALCULATING THE TRACTIVE EFFORT AND HORSEPOWER
OUTPUT OF TYPICAL ELECTRIC LOCOMOTIVES
Motor Generator Locomotive
ITEM
1. Type (Wheel Arrangement)
2. Weight on Drivers (Tons)
3. Weight of Locomotive (Tons)
4. KW Rating of Mot-Gen. Set ... .
5. Max. KW Rating (Pull Out) M-G Set
6. Rated Speed ._ . . ...
7. Rated Tractive Effort
8. Rated KW M-G Set Per Ton on Drivers = K ..
9. V, = .574xltem (8)
SPEED
DRIVER
TRACTIVE EFFORT
LOCOMOTIVE
OUTPUT
SUBSTATION
OUTPUT
V
MPH
Lbs. Per
Ton on
Drivers
Total
HP Per
Ton on
Drivers
Total
KWPer
Ton on
Drivers
Total
(a)
(b)
(0
(d)
(e)
(f)
(g)
(h)
0
500
0
.100 X K
1.00 XV,
500
.765 X K
1.100 "
1.25 "
487
.837
1.100 "
1.50 "
386
.886
1.100 "
1.75 "
344
.921
1.100 "
2.00 "
308
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1.100 "
2.25 "
279
.962
1.100 "
2.50 ■'
254
.973
1.100 "
2.75 "
233
.982
1.100 "
3.00 "
215
.987
1.100 "
x3.50 "
185
.994
1.100 "
y4.00 "
163
.997
1.100
Traction Motor Characteristics Full Generator Voltage
3.00 XV,
294
1.360 X K
1.510 X K
3.25 "
231
1.147
1.330
x3.50 "
185
.994
1.100 "
4.00 "
124
.758
.840 "
4.50 "
87
.600
.664 "
3.50 XV,
244
1.313
fl.450 "
3.75 "
198
1.132
1.250 "
y4.00 "
163
.997
1.100 ••
4.50 "
114
.785
.866 "
5.00 "
83
.635
.700 "
xy Note effect of constant generator voltage — See Fig. 4.
430 Economics of Railway Location
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REPORT OF SPECIAL COMMITTEE ON ECONOMICS OF
BRIDGES AND TRESTLES
Arthur RiDGWAY, R.P.Hart, F.J. Pitcher,
Chairman; A. C. Irwest, L. W. Szov,
E. A. Craft. H. S. Loeffler, T. H. Strate,
F. H. Cramer, Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subject:
Comparative economic value of steel, treated timber, and concrete
in bridges, trestles, and viaducts under various conditions of service,
with due consideration of relative influence of durability of materials
and obsolescence of property.
The general economic principle enunciated and briefly discussed in a previous report
consists in weighing intrinsic worth against cost, and for things purchased and not imme-
diately consumed in service but used through a period of years the whole cost thereof
is best measured by yearly cost of their utilization. In addition to the interest on the
investment cost of a long-lived structure, such as a bridge, trestle, or viaduct, and sink-
ing fund increments to aggregate cost of replacement at the end of its serviceable life
or to hquidate the original investment in case the structure is not to be replaced, there
are several other elements of cost which must be included to obtain the whole cost.
These may be grouped into three classes — maintenance costs, insurance premiums, and
tax levies.
Maintenance costs are direct and include all sums expended for inspection, repairs,
and protection of the structure against deterioration by the elements.
Insurance expense, whether for fire, flood, or other coverage, is a proper item of
cost of utilization, and if not in the form of actual premiums paid, an appraisal of the
assumed risk should be used in lieu thereof. It is of course not possible generally to
insure against other than property damage, and to attempt an appraisal in monetary
terms of all hazards to dependable service would be futile.
Railroad taxes, regardless of the method of assessment, must necessarily bear some
relation to the cost or value of the fixed physical property, and though difficult in most
cases to allocate a proper proportion of assessment to a particular structure, such item
should be included in the whole cost even if it is only a well-considered estimate.
The principal contributory factors in the liquidation of original investment or
funding replacement cost at the end of the user period are installation cost, length of
serviceable life, and cost of replacement. An accurate forecast of the replacement cost
of a long-lived structure is at once a matter of speculation and probably the best that
can be done about it is to assume replacement and installation costs will be equal.
Such disposition leaves only the other two of this group of important factors for
consideration — initial cost and length of serviceable life.
The design and hence initial cost of a structure is governed by use requirements,
and if these requirements cannot be fully satisfied regardless of initial cost, then that
design is automatically eliminated from any comparison sought and the problem is thus
BuUetin 392, December, 1936.
433
434 Economics of Bridges and Trestles
simplified at the outset. Obviously, the first cost of any one type will vary also with
different owners or even with different locations on an individual owner's property, de-
pending upon prices paid for labor and material coordinated with the particular condi-
tions surrounding the site or installation and customary working methods.
Probably the most important of the factors governing the length of serviceable life
of any structure is the durability of the material of which it is constructed, and next
in order of importance grouped under the category of obsolescence may be listed:
change in location or changes in the structure itself, change in the character of use for
which the structure was designed, substitution of more suitable structural material or
more economical design, and cessation of the need for any structure at all. It is ver>'
evident that not only is the length of serviceable life a prime factor in annual cost, but
it is also most illusive of precise determination and clearly must be the result of individual
analysis of present conditions and probable future developments.
The service requirements of a structure can be classified into three groups, which for
lack of better nomenclature may be termed utility, security, and appearance. Utility has
to do primarily with the purpose of the structure and the bare essentials of work it
must perform which, in case of a bridge, trestle, or viaduct, consist of carrying a par-
ticular rail traif&c over a particular waterway or other traffic. Use requirements are
therefore very definite and peculiar to one site only.
Security as here used means the assurance with which a structure at all times per-
forms its functions with safety to life and property possessed by or in the custody of
the owner and also its structural immunity from functional impairment by natural or
other casualties. Perfect assurance also includes an element of reliability in meeting
occasional extraordinary service demands in emergency. As has been indicated, pro-
tection against physical loss only can be obtained by monetary outlay for insurance and
hence dependable service must be safeguarded by design.
Without doubt in all privately managed industry there runs a thread of duty to
aid in the cultural development of society at large. This is especially pronounced in an
essentially public service industry conducted in a democracy where there is no recog-
nized rank among the members thereof. Any system of economics that does not incor-
porate some idea of social advancement is incomplete, the amount of consideration war-
ranted being dependent upon the local conditions both social and industrial. There
are no rules extant for guidance, and the designer of an engineering project must be
governed by the few known principles pertinent to its appearance to casual observers.
These must be of course very general and leave to the individual the discretionary priv-
ilege of weighing their relative importance.
A consideration of all of the foregoing leads to the conclusion that the assignment
of proper numerical values to the various quantities involved in any formula for annual
cost must be the result of individual analysis coordinated with intimate familiarity with
all of the surrounding conditions.
The Committee desires to give to the Association the benefit of its conclusions as
rapidly as they can be formulated, and now presents for consideration and adoption the
first three in the following form:
Economics of Bridges and Trestles 435
l.The comparative economic value of steel, treated timber, and concrete in bridges,
trestles, and viaducts is determined by comparing the annual cost of structures built of
the respective three kinds of material. The annual cost of any such structure may be
ascertained by the equation,
A = Cr+ ^^^^T)n_i +M+I + T (1)
in which
.4 =r the annual cost of the structure.
C = initial cost of structure, including cost of removal less salvage of existing
structure, if any.
C = cost of replacement of the structure in kind at the end of its serviceable life,
including cost of removal less salvage value of structure replaced. If a structure
is to be retired and not replaced in kind at the end of its serviceable life, then
C =^ C for extinguishing the investment.
r = annual rate of interest throughout the n year period.
r' = annual rate of interest on sinking funds.
M ^ serviceable life of the structure in years as determined by:
1. Deterioration.
2. Change in tracks, grade, or alinement.
3. Change in character and volume of traffic or type and weight of equipment.
4. Replacement with different type of structure.
5. Abandonment of line.
M = annual expenditure throughout its serviceable life for repairs, inspection, polic-
ing, fire protection, and keeping structure to established standards of surface
and line.
/ = annual expenditure for any and all forms of insurance properly chargeable to
the stmcture whether provided for through risks assumed by owner or policies
purchased outright.
T = annual expenditure for taxes of every kind which should be properly allocated
to the structure, the inference here being that every facility of a railway should
bear its share of assessments however they may be levied.
The demands of functional use are fixed for a particular site regardless of structural
type and therefore if each of the three kinds of material fully meets all these essentials,
annual cost is the sole criterion in comparative economic value. In formulating the
service requirements at a particular site, consideration must be given to the following
governing factors:
Utility
(a) Frequency and speed of trains.
(b) Character and volume of both passenger and freight traffic.
(c) Discharge characteristics of stream or character and volume of traffic over
which rail traffic is carried.
Security
(a) Immunity from speed restrictions for making structural repairs or adjust-
ments in line and surface.
(b) Freedom from detentions due to damage or destruction, either partial or
complete, by fire, flood, or other casualty.
(c) Adequate reserve strength to accommodate occasional higher speeds and
heavier loads.
Appearance
(a) Frequency of observation.
(b) Apparent fitness for functional use.
(c) Prominence as a setting in immediate surroundings.
(d) Harmony with natural or established artificial features of landscape.
(e) Apparent permanence and durability.
(f) Stability of form and shade of color during serviceable life.
436 Economics o f B r idges and Trestles
2. The service requirements of a bridge, trestle or viaduct being peculiar to its
site, precise determination of annual costs necessitates separate designs for each site.
3. No comparison can be made of the economic value of materials that cannot be
adapted to the complete fulfillment of service demands.
Special Committee on Economics of Bridges and Trestles,
Arthur Ridgway, Chairman.
REPORT OF COMMITTEE VIII— MASONRY
Meyer Hirschthal,
Chairman;
F. E. Bates,
H. F. BOBER,
G. E. Boyd,
M. F. Clements,
Maurice Coburn,
T. L. Condron,
Hardy Cross,
G. H. Dayett,
Theo. Doll,
G. F. Eberly,
W. K. Hatt,
J. J. Hurley,
A. C. Irwin,
A. R. Ketterson,
J. A. Lahmer,
A. N. Laird,
0. V. Parsons,
R. V. Proctor,
1. L. Pyle,
W. M. Ray,
G. W. Rear,
J. L. RiPPEY,
F. B. Robins,
Geo. E. Robinson,
D. B. Rush,
'F. E. Schall,
'Died, August 6, 1936. ^ Died, August I, 1936.
J. F. Leonard, Vice-
C hair man;
C. P. SCHANTZ,
'Z. H. SiKES,
L. W. Skov,
G. R. Smiley,
A. W. Smith,
H. H. Temple,
J. H. Titus,
Jamison Vawter,
L. W. Walter,
C. A. Whipple,
H. A. Wistrich,
J. J. Yates,
Committee.
To the American Railway Engineering Association:
Your Committee on Masonry respectfully presents reports on the following assigned
subjects :
1. Revision of Manual (Appendix A).
2. Specifications and principles of design of plain and reinforced concrete and
brick (Appendix B). Partially complete with recommended conclusions for publication
in the Manual.
3. Progress in the science and art of concrete manufacture (Appendix C) . Progress
report.
4. Contact with Joint Committee on Standard Specifications for Concrete and
Reinforced Concrete. Progress report.
5. Specifications for foundations, including excavation, cofferdam, piling, etc.
(Appendix D). Partially complete with recommended conclusions for publication in the
Manual.
6. Methods of practices of lining and relining tunnels, collaborating with
Committee I — Roadway. No report.
7. Specifications for placement of concrete by pumping (Appendix E). Progress
report.
8. Review of ASTM specifications for concrete culvert pipe (Appendix F) . Progress
report. «
9. Review specifications for overhead highway bridges of the Association of State
Highway Officials insofar as they relate to masonry, conferring with that association
(Appendix G). Progress report.
10. Rating of reinforced concrete bridges (Appendix H). Progress report.
12. Outline of complete field of work of the Committee. No report.
Your Committee reports progress on the following subjects:
(1) Effect of Traffic Vibration on Shotcrete and Concrete during and immediately
after placing.
(2) Presdwood, Plywood and Special Fibrous Materials for Forms and form
lining.
(3) Economics of Light Weight Aggregates.
(4) Normal Portland Cement Compared with High-Early Strength Cement.
The Committee on Masonry,
M. Hirschthal, Chairman.
Bulletin 392, December, 1936.
437
438 Masonry
1
Appendix A
(1) REVISION OF MANUAL
J. F. Leonard, Chairman, Sub-Committee; T. L. Condron, Theo. Doll, G. F. Eberly,
J. A. Lahmer, A. N. Laird, I. L. Pyle, G. E. Robinson, D. B. Rush, L. W. Walter
and J. J. Yates.
Your Committee recommends the adoption of specifications for High-Early Strength
Portland Cement to conform to ASTM Serial Designation C74-36; the revision of the
present Portland Cement Specifications by deletion of material beginning with Article 17
after these specifications to the end, and replacement by ASTM Serial Designation C 7 7-3 2,
Standard Methods of Sampling and Tests.
The Committee recommends that both specifications be completely printed in a
supplement to the Manual.
The following revisions are also proposed:
Change Serial Designation in Article 4 to C40-33.
Change Article 20, first sentence, to read: "The slump when tested in accordance
with "Tentative Method of Test for Consistency of Portland Cement Concrete" ASTM
Serial Designation D138-32T shall be within the following limits:"
Change Serial Designations in Article 22 to C31-33 and C39-33 respectively and
include these serial designations in Article 181 (Summary of Working Stresses) in
equation for /c
Add to Specifications for Foundations the following paragraph:
"Footings at Different Levels:
Except in the case of bearing on rock, the difference in elevation of the bottoms of
any two (2) footings shall be such that a line drawn between the lower adjacent edges
shall not incline at an angle more than the angle of repose of the soil, or greater than
forty-five (45°) degrees with the horizontal, unless provisions are made by means of
retaining walls, or otherwise, adequately to restrain the soil."
Appendix B
(2) SPECIFICATIONS AND PRINCIPLES OF DESIGN OF PLAIN
AND REINFORCED CONCRETE
A. N. Laird, Chairman, Sub-Committee; F. E. Bates, Hardy Cross, G. H. Dayett, Theo.
Doll, A. C. Irwin, A. R. Ketterson, J. F. Leonard, J. L. Rippey, C. P. Schantz,
L. W. Skov, A. W. Smith, Jamison Vawter, H. A. Wistrich.
Section I— UNIT STRESSES FOR BUILDINGS WHEN WIND LOADS
ARE INCLUDED
The Committee submits the following paragraph for inclusion in the Design Section
of Standard Concrete Specifications and recommends its adoption for printing in the
Manual:
"In the design of buildings when wind stresses are considered in combination with
dead load and live load stresses, design unit stresses for concrete and for steel reinforce-
ment may be increased by 33% per cent, provided, however, that normal design unit
stresses shall not be exceeded for the combination of dead load and live load stresses
only."
Section H— SPECIFICATIONS FOR RIGID FRAME CONCRETE BRIDGES
The Committee submits the following Specifications for the Design and Construction
of Rigid Frame Concrete Bridges, and recommends the adoption for printing in the
Manual:
Masonry 439
RECOMMENDATIONS FOR THE DESIGN OF REINFORCED CONCRETE
RIGID-FRAME BRIDGES WITHOUT SKEW
(A) Bridges op One Span
(I) Definition and Types
1. Definition. — The term rigid-frame bridge is here used to mean a bridge in
which the deck is structurally integral with approximately vertical abutments.
2. Types. — Rigid-frame bridges may be built either as slab bridges or as ribbed
bridges, and may have either curved or flat soffits. In the slab bridge the deck structure
is soUd. In the ribbed bridge the deck structure consists of ribs or girders supporting a
deck slab; the soffit of the rib may be reinforced near the abutments by a transverse
slab.*
(II) Design
1. Lo.ADs AND Deformations to be Considered in Design. — In the design of rigid-
frame bridges the foDowing loads and deformations shall be considered:
(a) Dead load.
(b) Live load of the intensity and distribution specified for highway or railway
bridges by the American Railway Engineering Association.
(c> Impact as specified by the American Railway Engineering Association.
(d ( Active earth pressure against the abutments including the effect of
surcharge.
(e) Deformations produced by changes of temperature of ±40 deg. Fahr.
assuming a coefficient of expansion of 0.000006.
(f) Distortions from volume changes in setting equivalent to a drop in tem-
perature of 30 deg. Fahr., unless methods of construction are to be used
which eliminate or reduce this effect.
(g) Horizontal spread of footings varying from zero to Yt. inch at each footing
depending on the characteristics of the foundation and the horizontal
pressures used in designing the footings.
(h) Tractive, wind and centrifugal forces are rarely, if ever, important in the
design of rigid-frame bridges. Where the stresses produced by these
causes are sufficient to affect the design, their effect shall be included.
2. Preliminary Design. — A closely approximate design of all sections except those
near the center of the deck and near the tops of the footings may be made by assuming
the structure to act as an arch having hinges at the center and near the top of each
footing.
Preliminary design of sections near the center may be made on the assumption that
the deck acts as a beam fixed at ends.
3. Assumptions in Design.— The following assumptions shall be made in the
design of the structure:
(a) For the purpose of computing bending moments, the moments of inertia
of any section shall be assumed to be that of the uncracked section taken
entirely across the bridge, including only the structural elements. The
effect of reinforcement may be either included or neglected.
(b) In computing moments and forces produced by distortions due to shrinkage
or to change of temperature and by movements of the footings, the value
of E shall be assumed as 3,000,000 lb. per sq. in.
(c) In computing internal stresses the value of the modular ratio, n, shall be
assumed as specified by the American Railway Engineering Association.
The following additional assumptions may be made in the design of the structure:
(d) The axes of all members arc straight, the axis of the deck passing through
the center of the mid-section of the deck and the axis of each abutment
connecting the centers of sections of the abutment just above the footing
and just below the deck.
(e) Longitudinal movement of the deck as a whole is restrained.
* For moderate spans up to 50 feet the slab type will usually prove more economical; it should be
considered in any case.
440 Masonry
4. Critical Combinations of Loads and Distortions. — ^The following combina-
tions of loads and distortions will determine the design at critical sections, using
permissible stresses specified below:
(a) Sections near the center of the deck
1. Dead load, live load, impact.
2. Dead load, live load, impact, drop in temperature, shrinkage.
3. Dead load, live load, impact, drop in temperature, shrinkage, spread
of footings.
(b) Sections near the knee
1. Dead load, live load, impact, earth pressure.
2. Dead load, live load, impact, earth pressure, rise in temperature.
(c) Footings
Dead load, live load, impact, rise in temperature.
5. Methods of Analysis. — Shears, bending moments and reactions shall be deter-
mined in accordance with the above assumptions by the theory of elasticity.
Internal stresses shall be computed by the theory of flexure as commonly applied to
sections of reinforced concrete.
6. Formulas for Analysis
(a) Deck assumed straight. Longitudinal movement of deck restrained.
If, in the analysis, it is assumed that the axes of the members are straight and that
longitudinal displacement of the deck is prevented, the moments, and from these the
shears and reactions, may be determined by either the general method of slope-deflection
or by the method of moment distribution.
The elastic constants required in the analysis may be computed by use of the
formulas below. (Consistent signs for the distances involved must be used throughout.)'
In any member (deck or abutment),
Let A be the length of a short segment of the axis, the moment of inertia of
A
which is /. (If hinges exist at the footing the value -y for such hinges
is to be taken as infinity.)
X be the distance to the mid-point of this segment.
* be the distance to the end of the member, subscripts denoting the end
under consideration.
The distance x and x are to be measured from the elastic centroid, determined
so that
A
2,-j-x z= o
End moments due to rotation of one end without movement of the other end =
the end A which is rotated, and
r 1 ■'- . ■' b"i
— - + r at the end B held fixed.
A A
End moment due to unit relative transverse displacement of ends without
rotation, ■=
I]
X
» 1 , where x is measured to the respective end
2 a; 2 — I under consideration.
Any shorf e/emen/ having momenf rElasfic cenfroid of girder, defined by
■* 'fje condii ^^ '
Axis of girder n
Any sijorf element fiaving moment r clastic centroid of girder, defined
of inerh'a land Jen^fh ■■ A-\ P jfhe condiiion ^fx 'O in girder
f^i/a/
fix is of
abu^menf
\ \x,xandep05iiive
Sfuaf
£/asffc centro/Wofabuimeni, i x
defined hy fhe condition t
^fx-0 along abufmenf iv
i ftny sitor^ e/en7enf having
momenf of ineriia land
"o ^ Top of footing
Abufmenf
Fig. 1. — Definitions of Terms Used in Formulas in 6 (a).
P
/9qy shtori se^menf
/lav/'n^ momenf of
jnerha land /en^tf) i
-Pressure line as a fhree -hinged arch for
values of Mq
Top of footing
Top of fbolin^
Fig. 2. — Definitions of Terms Used in Formulas in 6 (b).
442 Masonry
Fixed-end moment due to unit concentrated load,
A A
^(x-e)j ^ix-e)x -j-
A + A *
2 y 2 X 2-y
where e is the distance from the elastic centroid to the load; the summations in the
numerator to be taken from the load to the end of the member opposite to that under
consideration. (This moment corresponds to compression on the soffit of the deck for
vertical loads and on the back of the abutment for earth pressures.)
The effect of traction may be computed by assuming any convenient longitudinal
movement of the deck, computing the longitudinal force producing it and finding by
proportion the moments produced by the longitudinal traction.
(b) Deck assumed curved. Free longitudinal movement of the deck.
If, in the analysis, it is desired to include the effect of the curvature of the axis of
the deck and to assume freedom of longitudinal displacement of the deck, the bending
moments may be determined from the formulas below, and from the moments, the
shears and reactions may be determined:
In these formulas the terms A and / have the same meaning as above.
X is the horizontal distance of any section from a vertical axis so located that
'A
2a;-y-=o
y is the vertical distance of any section from a horizontal axis so located that
A
•Ly-j-=o
Xi and yi are coordinates of the center of any section at which the bending
moment is desired.
JMo is the bending moment computed at any section on the assumption that the
structure acts as a three-hinged arch with hinges at the centers of sections
taken at the top of each footing and at the center of the mid-section of the
deck.
Tn\ is the correction to be computed for mo so that correct moment ^ wo — m
In applying these formulas consistent signs must be used throughout. Distances
should be taken as positive when measured to the right or upward from the centroidal
axes, bending moments as positive when they produce tension on the soffit of the deck or
the face of the abutment. Expansions of the deck and inward movement of the abut-
ments are to be taken as positive.
(1) For Symmetrical Structures
Effect of Loads
A A A
ywo — -^moX — 2Woy —
/ / I
m\ =■ — - + — .X -^ + _ . y,
A A A
S Y 2x2-— -^2 Y
Effect of Distortions
m =E T" for unit longitudinal distortion.
/
Mason ry 443
(2) For Unsymmetrical Structures
Effect of Loads
^
•^nioX vwov —
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A 2Xy y
^ I A
2x2 —
+ V-
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2y2-r-
; A
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E£Fect of Distortions
yi—Xj.
2Xyy
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2x2 y
mi = £ . for unit longitudinal distortion*
A (2^yy)^
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7. Unit Stresses. — Stresses permitted in design for various combinations of dead
load, live load and impact shall conform to those specified by AREA, except that the
permissible stress in concrete in compression shall not exceed 0.35 f'c .
For the combination of stresses due to dead load, live load and impact with those
due to change of temperature and/or shrinkage, an increase of 25 per cent in working
stresses shall be permitted.
For combinations of stresses enumerated above with those due to movement of
footings an increase of 33% per cent in working stresses shall be permitted.
(Ill) Details of Design
1. Transverse Distributing Bars. — Transverse distributing bars shall be provided
in the deck as required in deck slabs of other concrete bridges.
2. Radius of Bend at Knee. — The radius of bend of the tension reinforcement at
the knee should be made as large as possible consistent with the concrete dimensions.
3. WiNGWALLS. — Wingwalls should preferably be designed separately from the
frame as ordinary retaining walls. The expansion joint between the abutment of the
rigid frame and the wingwall should be provided with an adequate water stop.
4. Articulations at Footings. — Effective provision for tilting of the abutment
due to changes in length of the deck may be secured either by flexure of the abutment
near the top of the footing, by definite mechanical articulation and often to a considerable
extent by rotation of the footing slab due to eccentric foundation pressure. Unless a
definite hinge is provided, analyses for stresses near the top of the footing should be
made on the assumption that the base of the footing is fixed.
* This expression neglects any relative vertical movement of the footings which may occur or any
relative vertical movement that would occur if the structure were free to expand. This effect is
negligible in this type of structure
444 Masonry
5. Footings. — ^The bearing areas of footings shall be proportioned so that the
allowable pressures on the foundations shall not be exceeded and that any settlement
shall be approximately uniform.
In case horizontal movement as a result of the horizontal component of the thrust
appears possible, the effect of such movement should be investigated. The footing shall
be so designed that the resultant pressure shall preferably lie within the middle third of
the base and as close to the center of the base as practicable.
Insofar as practicable, the forces tending to produce sliding of the abutment shall
be resisted, by direct bearing on the foundation. Where this is impracticable, the f Fic-
tional resistance of the footing slab on the foundation and the bearing resistance of
abutting undisturbed material against back of the footing may be considered as assisting
the stability against sliding. Additional resistance may be provided, if required, by the
construction of a key or drop wall extending below the footing slab, in direct contact
■with undisturbed foundation material.* Where permanent cofferdam construction en-
closes the foundation, this may be considered as increasing the lateral bearing area
against undisturbed material for resistance to sliding. Where the foundation rests on
permanent piling or caisson construction, the horizontal component of better piles or
caissons may be considered in determining the resistance to sliding.
6. Construction and Expansion Joints. — The requirements of the AREA Standard
Specifications covering construction joints and any necessary longitudinal expansion
joints shall be complied with.
Construction joints required to transmit stress shall be keyed and reinforced across
the joint.
7. Drainage. — ^Adequate drainage shall be provided. Normally horizontal surfaces
exposed to moisture shall be sloped for drainage. Deck slabs shall be given a slope
preferably ^-inch per foot and not less than J/^-inch per foot, if practicable, away from
longitudinal expansion joints. A raised lip shall be constructed at such joints to prevent
impounded water from overflowing into the joint. Suitable ballast guards and flashing
shall be provided at all deck drainage openings with leadout pipes to prevent water fall-
ing on surfaces of the structure. Weep holes or pipe drains shall be provided for drainage
of backs of abutments to prevent impounding of the water. Pipe openings shall be
provided through all transverse walls or other members which would interfere with the
normal flow of water, in accordance with the drainage layout. Provision shall be made
for ultimate disposal of the water in accordance with the local requirements of the site.
8. Waterproofing. — The deck surface shall be waterproofed using a membrane type
of waterproofing and a protective covering in accordance with the standard specifications
therefor of the AREA. Backs of abutments above the footing slab shall be damp-
proofed. All construction joints exposed to water, or in contact with soil or filling
materials, including ballast, shall be waterproofed with a membrane type of water-
proofing as specified for deck construction and shall preferably have a sheet metal water
stop of non-corrosive material equally embedded in both sides of the joint for the full
length thereof. Suitable keyways shall be constructed at construction joints where the
details will permit.
9. Longitudinal Expansion Joints. — Longitudinal expansion joints shall preferably
be provided so that the width of any single frame shall not exceed about 30 feet. Such
joints should completely separate the structural parts including the footings.
(IV) Construction
1. General. — The General Specifications for Plain and Reinforced Concrete of the
AREA shall apply hereto insofar as consistent, subject to such modifications as provided
herein, or by the detailed plans which shall be rigidly adhered to.
The Contractor shall submit a detailed construction schedule for approval by the
Engineer.
2. Centering. — The Contractor shall submit designs for the centering for approval
by the Engineer. Centering shall be of rigid construction, with adequate foundation
bearing area, piling or other suitable construction to sustain the dead load of the con-
crete while it is being placed, construction equipment, and other construction loads,
* It is recommended that in such cases, not more than 50 per cent of the estimated frictional
resistance between the footing slab and foundation together with not more than 50 per cent of the
allowable foundation bearing pressure per square foot, for equivalent material, be used in computing
the resistance to sliding due to key or drop wall.
Masonry 445
It shall be braced in both longitudinal and transverse directions and shall be constructed
with adequate devices for adjusting the shape of the soffit and for striking the centering
gradually and uniformly after the concrete has cured sufficiently. Allowance shall be
made in the form and elevation of the centering for the dead load deflection of the deck.
When local conditions such as waterway, roadway, or other conditions demand that
specific clearances be provided under the structure during construction, such as to require
that a long span be used for centering, allowance shall be made when setting the forms
for the deflection of such span due to its own dead load and to the dead weight of the
wet concrete to be supported, and suitable means shall be provided for adjusting the
forms to their proper contour. Centering shall not be struck or removed until the
concrete has sufficiently cured to maintain its own weight and that of the spandrel
construction.
3. Concreting Methods. — ^The deck shall preferably be cast in one operation,
symmetrically from the center.
Casting of the deck shall not be begun until the abutment concrete is at least seven
days old or until the abutment concrete has, in the opinion of the Engineer, attained
adequate strength.
4. Curbs, Parapets and Handrails. — Curbs, parapets and handrails shall preferably
be cast after the forms for the deck have been struck. They shall in all cases be
thoroughly doweled to the deck.
Section HI— SPECIFICATIONS FOR COMPOSITE COLUMNS AND
PIPE COLUMNS
The Committee submitted a preliminary draft of Specifications for Composite Col-
umns and Pipe Columns as information last year. Final action by Committee on this
Specification has been deferred pending final adoption of the report on this subject by
the Joint Committee on Concrete. It is anticipated that such action will be taken during
the coming year. The Committee therefore reports progress and recommends that the
subject be continued.
Section IV— REINFORCED BRICKWORK
The Committee has assembled a considerable amount of data on the subject of
Reinforced Brickwork but has not as yet had sufiicient time to investigate the tests and
claims or to examine representative types of such construction. The Committee therefore
reports progress and recommends that the subject be continued.
Section V— SOLID CONCRETE BRIDGE DECK SLAB CONSTRUCTION OF
THE NON-BALLAST TYPE
The Committee has commenced the collection of data on this subject and has ob-
tained a number of typical drawings illustrating different types of such construction and
methods of providing track fastening to the deck. Before making a report to the Asso-
ciation embodying this form of construction additional information must be obtained
on other installations and the advantages and objections thereto considered more fully
from the standpoint of initial cost, maintenance and operation. All Association members
having examples of such construction are requested to forward complete data thereon to
Chairman of Sub-Committee. The Committee reports progress and recommends that
the subject be continued.
Section VI— ISTEG REINFORCING STEEL
The Committee has assembled a substantial amount of data and general information
on Isteg Reinforcing Steel and its application to railroad construction. The Committee
has not as yet had an opportunity to analyze the data collected sufficiently to present a
detailed report, and therefore reports progress and recommends that the subject be
continued.
446 Masonry
Appendix C
(3) PROGRESS IN THE SCIENCE AND ART OF
CONCRETE MANUFACTURE
L. W. Walter, Chairman, Sub-Committee; M. Coburn, H. F. Bober, T. L. Condron,
W. K. Hatt, J. S. Hurley, A. C. Irwin, J. A. Lahmer, R. V. Proctor, W. M. Ray,
G. W. Rear, D. B. Rush, H. H. Temple, C. A. Whipple, J. H. Titus.
Your Committee submits the following report as information:
VIBRATORY PLACEMENT OF CONCRETE
A previous report and bibliography on this subject may be found in the Proceedings
for 1934, pp. 967-72.
As knowledge of and experience with vibratory placement of concrete increases, it is
becoming apparent that an intelligent use of vibratory equipment is necessary, not only
to obtain best results, but also to obviate unsatisfactory results. No direct relation be-
tween the mobility or consistency of concrete to be vibrated and the optimum energy
for its vibration has yet been worked out. Nor has the mass that may be considered
properly vibrated been related to either the energy or speed of vibration. Investigators
have, however, reached a consensus that high speed vibration has marked advantages
over low speed both in the period of application and the results obtained. Equal or
better results can be obtained in less time with high frequency than with low frequency.
There is enough evidence available to show that specifications may properly call
for a frequency of not less than 5000 per minute and that better results may be expected
from higher frequencies.
A job study should always be made to determine the proper mix and time of
vibration. The result of using a mix that is not suited to placement by vibration will
be unsatisfactory. The error is usually on the wet side. Concrete too stiff for proper
hand working may be plastic and placeable with vibration. While high-sanded mixes
are desirable for hand worked concrete, they are neither economical nor desirable for
vibratory placement.
A suggested procedure to determine a suitable mix for vibratory placement is as
follows:
Start with a mix having the amount of water indicated by the specified water ratio
and about the same sand proportions as for hand working. The slump should not
exceed 3 in. to 4 in. for other than very restricted placement where external vibration
only is practicable. With well graded aggregates, a fine to coarse aggregate ratio of
about 35 to 65 is a good starting ratio to use. If on application of vibration, mortar
quickly appears at the surface or along the forms or around protruding reinforcement
bars, the mix may be changed by reducing the sand and increasing the coarse aggregate
so as to increase the total aggregates. When this process is carried to the point where
the mix is too harsh or where there is "bleeding" or coarse aggregate segregation in
handling more sand should then be added to bring the mix back to the consistency for
proper placement. In adjusting the mix it should be noted that that portion of the sand,
passing a No. 50 sieve, is more effective in plasticising the mix and in preventing
bleeding, than coarser sand.
Observation of the effect of vibration is the best guide to the proper period of its
application at one location. If the concrete has flattened out and ceased to flow, or, if
level at the beginning of vibration, the appearance of cement paste at the forms and
reinforcement, are indications that no further benefit will be obtained and possible
detriment will result from continuation of vibration.
Masonry 447
The following paragraphs numbered 1 to 9 inclusive are some of the conclusions*
from research on frequency of vibration conducted by Professor Withey of the University
of Wisconsin.
"1. There was a marked decrease in the length of time required to compact prop-
erly no-slump concrete mixes as the frequency of the vibrator was raised from 4000 to
5000 r.p.m. With such consistencies it would not appear practicable to use frequencies
less than 5000 r.p.m. The data indicate that the time of compaction can be further
reduced and the homogeneity and strength somewhat increased by using still higher
frequencies.
"2. Mixes of j4-inch slump could be satisfactorily compacted by this internal
vibrator at a frequency of 4000 r.p.m. but the time of vibration was materially shortened
by the use of higher frequencies.
"3. The estimated lengths of time required for satisfactory compaction of these
beams by this 1^-inch internal vibrator follows:
Slump Time in Seconds for Satisfactory Vibration
for Various Frequencies
4000 5000 6000 7000
Yz inch 90 45 25 Not tested
None (5 per cent water) over 200 80 50 40
"4. With the higher frequencies of vibration and proper time intervals, surface
pockets were eliminated but more or less air bubbles still remained.
"5. The power consumption of the internal vibrator increased approximately as the
cube of the frequency.
"6. Considering that the internal vibrator was held throughout the vibration period
at one end of a beam, the uniformly high strength and high density data obtained from
the beams of no-slump concrete vibrated at the higher frequencies are remarkable.
"7. The strength data from the well vibrated beams furnish additional proof of the
superior strength of vibrated concrete to that of hand-rodded concrete of like cement
content; also they emphasize the superior economy of vibrated concrete over rodded
concrete when made of equal strength.
"8. The well vibrated beams made with the fine grained sand had satisfactory
strengths for their cement contents and exhibited good surfaces. With high frequency
vibration for placement of concrete, it would appear possible to use such sands much
more effectively than with puddling or pouring methods of placement.
"9. From the data secured regarding the effect of frequency on the performance
of the internal vibrator and the effect of amplitude on the external vibrator, it seems
probable that more tests on the influence of variations in frequency and amplitude on
the effectiveness of external vibrators when placed above beams or slabs would produce
information of particular value in concrete pavement construction."
The following rules pertaining to the use of vibrators have been found to be a guide
to inspection and to planning construction operations involving their use.
Vibration is concerned primarily with plasticising and compacting concrete dryer
than can be properly and economically worked by hand. It should not be used primarily
to cause concrete to flow horizontally.
Successive insertions of internal vibrators should be made so that the visible effects
of vibration overlap, that is, the areas of impulses from the vibrators should overlap.
Internal vibrators should be withdrawn slowly, especially when used with the drier
mixes.
The minimum period of internal vibration at one location may be assumed as IS sec-
onds per square foot of top surface layer computed on the basis of the radius of the
overlapping impulses. A longer period may be required.
* "The Effects of Frequency of Vibration in Making Concrete Beams" by M. O. Withey, Engineering
Reprint No. SI, University of Wisconsin.
448 Masonry
Dry consistencies will require more vibration than the wetter consistencies.
External vibrators should preferably be of high frequency and low kinetic energy
of impulse.
Bibliography
Proceedings of the fifteenth annual convention of the Highway Research Board,
December, 1935, pages 181-236 inclusive. An account of tests made by the Highway
Departments of Ohio, Missouri, Kansas, and by Prof. M. O. Withey of the University of
Wisconsin.
Appendix D
(5) SPECIFICATIONS FOR FOUNDATIONS
D. B. Rush, Chairman, Sub-Committee; F. E. Bates, M. F. Clements, G. F. Eberly,
C. S. Johnson, O. V. Parsons, G. W. Rear, Z. H. Sikes, L. W. Skov, G. R. Smiley,
Jamison Vawter, C. A. Whipple, J. J. Yates.
GENERAL SPECIFICATIONS FOR SOIL TESTING FOR
RAILWAY FOUNDATIONS
Scope
1. These specifications cover the method of making and the interpretation of soil
tests for railway structures.
Definition
2. Son- Test.— The determination of allowable bearing pressure on soils.
General
3. Substructure plans shall show the designed maximum pressure in pounds per
square foot to be transmitted to soil by footings.
A prospect hole shall be made to such depth as may be necessary to develop the
character of the underlying soils. The pressure capacity of the soil shall be determined as
follows:
Elastic Soils
Bearing tests shall be made by loading no less than one (1) square foot of soil at
the elevation of the bottom of the proposed footing. The initial test platform load
shall be approximately twenty (20) per cent of the desired working load on the soil,
and each further increment shall not exceed two hundred (200) pounds per square foot
of soil under test. A continuous record of the settlement shall be made to determine
the point at which the rate of settlement increases in greater proportion than the incre-
ment of loading. The point where this rapid increase of settlement takes place shall be
called the "yield point". The working load shall be taken as one-third (%) of the load
at the above-described yield point. The ultimate settlement shall be assumed as twice
the settlement recorded for the load taken as the working load. A drill hole shall be
made in the bottom of the test pit, not less than fifteen (15) feet in depth below the
elevation of the test. Proper samples shall be taken at frequent intervals to determine
the characters of the strata for this depth. The permissible working load under all
footings shall be determined by the Chief Engineer or his authorized representative.
Masonry 449
Granular Soils
Bearing tests may be made if desired, but the supporting power at any depth may
be calculated as follows, when the angle of repose is known:
f — ^y (i_5j„0)
Where P is the maximum supporting power per square foot of soil
y is the weight of one cubic foot of soil
0 is the angle of repose
* is the depth of plane below the surface upon which the maximum
supporting power is desired.
Supporting Soils
4. When soils decrease in carrying capacity below the underside of the footing, the
bearing value selected shall be that of the weakest soil encountered within ten (10) feet
from the bottom of the footing, adjusted for the depth below the footing, using an angle
of spread of not more than thirty (30) degrees from the vertical.
Determination of Relative Bearing Power
5. Undisturbed samples of every change in strata shall be taken from the drill hole
and compared with a similar sample taken from the elevation tested, and the bearing
power of any substrata is to be considered the bearing power of the elevation tested
multiplied by the ratio of the Hubbard stability factor of the strata tested to the
Hubbard stability factor of the substratum.
This factor shall be determined from the average results of three tests in air, at
70 deg. Fahr. in a Hubbard stability testing machine, as described in the technical papers
and included in the Proceedings of the ASTM Vol. 25.
This report is presented for inclusion in the Manual. Recommended that the subject
of "Foundations" be continued.
Appendix E
(7) PROPOSED SPECIFICATIONS FOR PLACING CONCRETE
BY PUMPING
T. L. Condron, Chairman, Sub-Committee; G. E. Boyd, W. K. Hatt, J. J. Hurley, A. C.
Irwin, J. L. Rippey, H. H. Temple, L. W. Walter.
Scope
1. These specifications cover the general requirements for transporting and placing
concrete by pumping, whether mechanically or by the use of compressed air.
Limitations
2. The maximum distance of delivery of concrete by pumping should be 1000 feet
horizontally and 100 feet vertically unless otherwise permitted by the Engineer. The
type of equipment shall be such that the speed of the concrete as it issues from the pipe
may be controlled and that the quantity delivered in any given time may be regulated
to conform with the requirements of proper placement; the pressure should be limited
to obviate the possibility of the development of segregation.
The maximum size of aggregate shall conform with the manufacturer's recom-
mendation for the equipment used.
Mixing and Proportions
3. The proportions of the ingredients and the mixing of the concrete shall be in
accordance with the AREA Specifications for Portland Cement Concrete, Plain and
Reinforced, and no deviation in the water ratio or material characteristics will be
permitted.
450 Masonry __^
Operation
4. The size of the pipe shall conform with the capacity of the pumping equipment
and the distance of delivery. The delivery of concrete shall be made as near as possible
to the final place of deposit and the specifications of the AREA with regard to depositing
concrete shall govern.
An adequate supply of water or air depending on the type of equipment employed,
under at least 80 lb. pressure, and as much greater as is required for the condition in the
proposed project, shall be available.
A regulating valve shall be available to control the pressure for variation in distance
and height of placement.
At the end of each day's work or when concreting is interrupted for a considerable
length of time, the delivery Une and the equipment should be properly cleaned.
Duplicate Equipment
5. On important work duplicate pumping equipment and additional pipe shall be
provided to prevent delay due to breakdown of equipment.
This report is presented as information and it is recommended that the subject be
continued.
Appendix F
(8) REVIEW OF ASTM SPECIFICATION C76-35T FOR
REINFORCED CONCRETE CULVERT PIPE
G. E. Robinson, Chairman, Sub-Committee; Hardy Cross, J, A. Lahmer, A. N. Laird,
W. M. Ray, J. L. Rippey, F. B. Robins, J. Vawter, H. A. Wistrich.
The specification has been studied and the Committee recommends that this speci-
fication be endorsed by this Association.
Attention is called to the following:
A typographical error in the last line of Sec. 17 — "^ inch per foot" should
read "% inch per inch".
The word "approximately" in Sec. 26 (b) should be omitted.
The Committee has found that there is a need for "Specifications for the Design of
Reinforced Concrete Culvert Pipe" for use in checking designs presented to the railroads
by municipalities desiring to lay pipe lines under tracks and also for the use of those
roads desiring to make their own pipe.
The proper laying of pipe is of equal or more importance than proper design and
manufacture.
To complete this subject the Committee proposes to prepare next year —
Specifications for the Design of Reinforced Concrete Culvert Pipe.
Specifications for Laying Reinforced Concrete Culvert Pipe.
It is therefore recommended that the subject be continued.
Appendix G
(9) STUDY SPECIFICATIONS FOR OVERHEAD
HIGHWAY BRIDGES
I. L. Pyle, Chairman, Sub-Committee; F. E. Bates, J. F. Leonard, G. E. Robinson,
D. B. Rush, C. P. Schantz, J. J. Yates.
The A.A.S.H.O. has revised its specifications for overhead highway bridges since
this Sub-Committee was appointed to review them and many of the objectionable features
have been eliminated.
Masonry 451
The principle of a uniform specification for overhead highway bridges that will be
used by all states is very much favored by this Committee. Inasmuch as the Masonry
Committee is especially interested in this subject, it is recommended that Committee VIII
— Masonry be represented on such joint committee as may be appointed to consider
these specifications and that the matter of reviewing the present specifications be held
in abeyance until arrangements have been made for such representation.
Appendix H
(10) RATING OF EXISTING REINFORCED
CONCRETE STRUCTURES
Theodore Doll, Chairman, Sub-Committee; Hardy Cross, A. R. Ketterson, A. N. Laird,
C. P. Schantz, L. W. Skov, A. W. Smith.
The Committee feels that the most important items involved in the rating of
existing structures are:
(1) The actual condition of the different parts of the structure;
(2) The effect of age and repeated loading upon the factors that enter into the
computation of allowed loads;
(3) The relation of the original design stresses to the actual unit stresses under
Uve load in existing structures; and to their ultimate strength;
(4) The probable dynamic effect of the live load.
The first item can be determined only by field inspection of the structure, and the
Committee is considering the formulation of rules and information to be applied in
making such inspections.
The Committee has been studying the literature of the subject to determine whether
information is available on the effect of age, repeated loading and relatively high unit
stress on the modulus of elasticity, the strength in diagonal tension, the bond strength,
and the ultimate strength of the concrete. As published data involve principally labora-
tory tests, and are meager on diagonal tension and bond, the Committee feels that prop-
erly planned and conducted tests of existing structures are needed to obtain information
on these matters, as well as to investigate the other actual unit stresses in existing struc-
tures, in order that the allowed unit stresses and also the proper methods of analysis
may be determined. The Committee recommends, therefore, that funds be made avail-
able for such tests, and that carriers be requested to inform the Chairman of the
Masonry Committee of any structures that may be made available for such tests, and
especially of structures that may be tested to destruction.
Because of the complete lack of experimental data on the dynamic effect of railway
live loads on concrete structures, the Committee recommends that such investigation be
included in the subjects of the Special Committee on Impact; that funds be made avail-
able in the near future for the conduct of such tests; and that this matter receive the
early attention of the Special Committee.
This report is presented as information, with the recommendation that the subject
be continued.
4S2 Masonry
jFrcben'cfe €, ^cfjall
Frederick E. Schall, member of the American Railway Engineering Association since
1904, and of the Committee on Masonry for twenty-two years, died at his home in
Bethlehem, Pa., on August 6, 1936.
Mr. Schall was Chairman of the Committee on Masonry in 1915 and 1916 and,
until his retirement from active service, made valuable contributions to its work. His
discussions, both on the floor of the convention and in committee meetings, revealed a
systematic accumulation of sound knowledge in thirty years' service as Bridge Engineer
of the Lehigh Valley Railroad.
There was no pretense in Mr. Schall's makeup. While making no effort to cultivate
friendships, his natural disposition and the inherited companionable characteristics of
his ancestry made him a good-fellow. Staunch in his principles, broad in his ap-
praisal of others, Frederick E. Schall was a splendid example of a good Engineer.
Z. H. Sikes, Assistant Engineer of Structures, New York Central Railroad, a veteran
member of the Association, died on August 1, 1936. Mr. Sikes was appointed a member
of the Masonry Committee in 1934, and served thereon until his death.
Mr. Sikes contributed materially to the work of the Masonry Committee during
his term of service.
REPORT OF SPECIAL COMMITTEE ON IMPACT
0. F. Dalstrom, Chairman; C. S. Johnson, A. N. Laird, Vice-Chairman;
G. M. Cornell, P. G. Lang, Jr., F. E. Turneaure,
Theo. Doll, B. R. Leffler, W. M. Wilson,
S. F. Grear, J. A. Newlin, Committee.
J. B. HUNLEY, C. P. SCHANTZ,
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
(1) Tests of short steel spans with open floor, together with effect of inequalities
of track and effect of rough wheels on such track (Appendix A). Progress report.
(2) Tests of steel spans with ballasted deck, including spans with precast concrete
decks and poured-in-place concrete decks; also tests on ballasted decks with timber
floor; particular attention to be given to the damping due to the type of deck and the
track ballast. No report.
(3) Tests of dynamic shear in girder spans and truss spans. No report.
(4) Tests of impact in columns and hangers of steel spans. No report.
(5) Outline of complete field of work of the Committee (Appendix B).
The Special Committee on Impact,
O. F. Dalstrom, Chairman.
Appendix A
Your Committee respectfully submits the following report as information:
The Special Committee on Impact conducted no field work during 1936. After
receiving its assignment, the Committee investigated the methods of procedure used on
tests previously conducted by the Cleveland, Cincinnati, Chicago & St. Louis Railroad
and in progress on the Pennsylvania Railroad with a view to arranging a plan of
operation for field work.
Instruments for measuring effects of impact on railroad bridges and recording the
measurements by oscillographs are of comparatively recent development. Such measur-
ing and recording instruments were introduced in tests on the Pennsylvania Railroad in
1935. These instruments, produced by manufacturers of electrical equipment, were
improved by the manufacturing company in collaboration Avith the Testing Department
of the Pennsylvania Railroad for the 1936 program of work.
The Committee is convinced that the equipment used should be electrically operated
and that the records should be made by oscillographs for accuracy and precision.
To make the number and variety of tests required for determining the effects of
impact on a number of typical spans would require the use of the equipment and the
service of operating personnel for most of the days suitable for field work for a period
of five months from May IS to October IS. An Engineer with two assistants would be
engaged on full time the year round interpreting the tests and putting the records and
their interpretation into usable form.
The design and manufacture of the equipment would require about five months, if
made by manufacturers with experience in making this kind of instruments. To conduct
the tests, a competent field organization would be required, consisting of an Engineer
thoroughly trained in both the making of tests and interpretation of the records. Two
technical assistants would be required, and a few helpers with training in the Railroad's
maintenance department.
Bulletin 392, December, 1936.
453
454 Impact
It became evident as soon as the Committee had its investigation under way, that
the cost of the equipment would be a large item; and that the cost of conducting the
tests would also be large. It was further evident that the work was of such a character
that it could not be divided up and assigned to sub-committees for study and report, as
is the usual procedure in all except a few special committees of the AREA. It appeared
rather that this was work to be handled by a research department, this Committee
acting as an advisory board to give general direction to the course of research, and to
receive and report the findings and results of the research staff.
As no funds were made available for carrying out any of its assignments, the Com-
mittee found its activities limited to the investigation of equipment and methods, and
its report, therefore, covers only recommendations for procedure in carrying out the
Committee's assignments. These recommendations are as follows:
(1) That the conduct of the tests on bridges be placed under the immediate
charge of a Director of Research who shall have a staff of one or two technical assist-
ants and such mechanics and laborers as the nature of each particular assignment may
require; also an office staff whose duty it shall be to interpret the test records, and to
put the records into usable form.
(2) That adequate equipment suitable for the work contemplated be purchased,
mounted and housed so that it can be moved and set up at any bridge selected for the
tests. This equipment should include not only the necessary measuring and recording
devices, but also telephones and necessary devices for controlling the test train move-
ments from the central point where the testing outfit is set up.
(3) That bridges of the types desired for tests be selected in locations suitable for
the conduct of the tests, and arrangements made for cooperation of the executives of
the railways on which the bridges are located. The railways cooperating in such tests
will be put to some expense for use of locomotives and wages of operating crews, for
which they should be reimbursed.
(4) That funds sufficient for the purpose be made available to cover adequately
the expenditures for the program recommended in Paragraphs (1), (2), and (3).
(5) That the Special Committee on Impact have jurisdiction over the general
direction and conduct of the tests, their interpretation and the form of presentation, and
receive the report of the Director on the result of the operations.
Appendix B
(5) COMPLETE OUTLINE OF FIELD OF WORK
OF THE COMMITTEE
Types of Structures (Steel Structures only)
Fixed Bridges, including simply supported spans and continuous spans, with open
floor and ballasted decks.
Deck plate girder spans
Through plate girder spans
Deck truss spans
Arches
Rigid frames
Towers and bents
Specially selected short spans for determination of effect of flat wheels and low
joints in rails.
REPORT OF SPECIAL COMMITTEE ON STRESSES IN
RAILROAD TRACK
A. N. Talbot, Chairman; J. B. Jenkins, W. M. Dawley, Vice-
C. B. Bronson, Geo. W. Kittredge, Chairman;
*JoHN Brunner, p. M. LaBach, Albert Reichmann,
W. J. Burton, *C. G. E. Larsson, H. R. Saiford,
W. C. Gushing, J. de N. Macomb, *Earl Stimson,
Robert FARn;s, John V. Neubert, F. E. Turneaure,
C. W. Gennet, Jr., G. J. Ray, J. E. Willoughby,
H. E. Hale, Committee.
I '
* Deceased.
To the American Railway Engineering Association:
The Special Committee on Stresses in Railroad Track, cooperating with the Com-
mittee of the American Society of Civil Engineers and the Association of American
Railroads, presents the following report of progress:
The tests of continuously" welded rail construction first made in the summer of 1935
on three stretches of track of the Delaware and Hudson Railroad have been continued
through a further range of temperature and service conditions by means of observations
in January and August. Tests were also begun in August on another stretch of welded
track, one mile in length, on the Bessemer and Lake Erie Railroad near Pittsburgh.
The reduction and study of the data and the devising, testing and calibrating of instru-
ments for accurate measurements through the wide range of temperatures encountered
has taken considerable time on the part of the staff. An item worthy of mention is the
designing and building of a compensating standard bar that gives a practically invariable
set of standard gage lines throughout the atmospheric temperature range.
The purpose of these observational tests is to learn something of the magnitude and
distribution of the anchorage given by the ties and ballast at the ends of the welded
stretch and along its length to resist the forces set up by changes in the temperature of
the rail, and to learn how the influences tending to change the length and alinement are
met by the track, both in the early life of the track and at later dates when time and
traffic may have had opportunity to show their effects. It is planned to continue the
observations. A preliminary report of the early tests was presented by the Chairman
before the annual meeting of the Association in March, 1936 (A.R.E.A. Proceedings,
Vol. 37, 1936, p. 954).
Study of the test data taken by the Pennsylvania Railroad for the determination of
lateral and vertical impact effects of motive power operated at high speeds was con-
tinued when feasible during the year. It is expected this study will furnish useful in-
formation. On straight track large lateral impacts appear to be usually accompanied
by high vertical loads on one rail.
Considerable thought and planning was devoted to the making of further tests of
rail-joints. The plans for further testing of rail-joints under high-speed operation in
cooperation with the Pennsylvania Railroad were postponed from last fall until spring
because of delay in obtaining some of the necessary equipment. A considerable program
is now planned that should give information on several representative types of joints
under a number of conditions of joint and high speed of operation.
Attempts have been made in the past without much success to measure satisfactorily
rail depressions under moving loads. At the present time two methods are being con-
sidered— (1) a photographic method that shows some promise, (2) an electrical method
in which the track depression is recorded on a film by means of an electrical recorder.
Bulletin 392, December, 1936.
4SS
456 Stresses in Railroad Track
The Committee plans to cooperate with the Committee on Rail in their service tests
on rail-joints in track. Appropriate observations and tests will be made from time to
time to get a life history of the several types of joints under the action of traffic.
It has been felt that wear of rail-joints could well be studied in the laboratory by
means of a rolling load machine with a stroke long enough and with the rail supported
in such a manner to closely approximate the variation of positive and negative bending
moments which come on a rail-joint in track. A machine with a 33-in. stroke has been
designed; it is expected that one will be built in the near future. In one adjustment it
places the rail-joint under a negative moment one-half as great as the positive moment.
It is believed that rail-joints may be worn in a manner similar to the wear in track and
at an accelerated rate.
It is planned to continue the work the coming year along the lines of the general
program. A program of investigation has been laid out for the new year.
The Committee regrets to have to record the loss by death during the year of three
valued members who have served since the investigation began 23 years ago — C. G. E.
Larsson, John Brunner, and Earl Stimson. Mr. Larsson gave valuable service in the
analytical treatment of problems in the early years. Mr. Brunner by his deep interest
and thorough grasp of the problems of the investigation continued to be helpful in many
ways. Mr. Stimson has been closely connected with the work throughout, interested in
the projects and helpful in arranging for facilities for the tests and in interpreting results,
and his aid in promoting the administrative side of the investigation was especially
valuable.
The Special Committee on Stresses in Railroad Track,
A. N. Talbot, Chairman.
REPORT OF COMMITTEE ON ELECTRICITY
H. F. Brown, Chairman; R. J. Needham, J. H. Davis, Vice-Chairman;
D. J. Brumley, E. H. Olson, W. M. Vandersluis,
J. V. B. DuER, A. E. Owen, R. P. Winton,
Paul Lebenbaum, H. W. Pinkerton, Sidney Withington,
W. L. Morse, J. M. Trissal, Committee.
To the American Railway Engineering Association:
Your Committee was instructed to report on (1) Developments in the application
of electricity to railway service, and (2) The principal current activities of the Electrical
Section, by synopsis, supplemented with list and reference by number of adopted
specifications, designs, and principles of practice.
In carrying out these assignments, the reports of the Electrical Section have been
summarized and the results follow. These reports were published in full in Bulletin 388,
August, 1936.
Power Supply
This report deals with steam and water power available for traction and general
purposes, and internal combustion engine supply. Reference is made to the Third
World Power Conference held at Washington in September last.
Attention is also called to reports made by the Federal Power Commission and
particularly to the views of the Commission as to the possibilities of electrifying S429
route miles or 12,000 track miles on twenty railroads in the eastern portion of the
United States.
Reference is made to the Federal projects now under way for the generation of
electrical energy.
The report also deals with servicing equipment along right-of-way for air-condi-
tioning and precooling of cars.
An interesting report is that on electrical features of power supply for air-conditioned
cars.
Data has been collected and tabulated showing the total electrical energy produced
and purchased during 1935 for the principal steam railroad electrifications in the United
States.
Electrolysis
The report contains a study of leakage of stray current through foundations of
catenary supporting structures.
The study reveals that no actual deterioration of catenary supporting structure foun-
dations sufficient to give difficulty has been encountered on any electrified roads due to
leakage of stray current through the foundations.
Report is also made on the elimination of the effects of electrolysis by the use of
non-metallic sheathed cables and life of non-metallic sheathed cables in service.
Overhead Transmission Line and Catenary Construction
Specifications for bronze and copper trolley wire have been prepared in collabora-
tion with the ASTM and ATE A, these specifications to supersede those presented in 1932.
The preparation of comprehensive wire tables was assigned to this Committee some-
time ago and work to that end is now under way. Preliminary studies in this connection
indicate very clearly that this subject is so broad that considerable time will be required
Bulletin 392, December, 1936.
457
458 Electricity
for its completion; also that other Divisions and Sections of the AAR as well as other
engineering associations are vitally interested in this subject.
Standardization of Apparatus and Materials
The Committee recommends the utilization, as fully as possible, of the standards
which have been adopted under the procedure of the American Standards Association,
a procedure which has been given very careful consideration in order to protect the in-
terests of all parties concerned. The general use of such standards by member companies
of the Association of American Railroads should ultimately assist materially in reducing
costs of manufacture and time required for delivery.
Electric Heating and Welding
The report deals with the application of electric heat for various purposes, including
thawing frozen pipes electrically. The application of electric welding and its equipment
is also dealt with in the report.
Application of Motors
The report deals with motor control, including a description of the types of control
equipment available for different kinds of motors and various types of overload
protection.
Clearances for Third Rail and Overhead Working Conductors
The Committee is giving continued study to the revision of the diagram for over-
head clearance lines for equipment and permanent way structures adjacent to third rail
and for third rail structure, and in its current report, presents proposed diagram for
pantograph clearance.
Protective Devices and Safety Rules in Electrified Territory
The report consists of a review and a revision of the practice for the protection of
railroad equipment from danger of fire caused by electric sparks during the loading or
unloading of inflammable liquids. The Committee also presents a report on recommended
practice for the protection of railroad equipment from danger of fire caused by electric
sparks during the transfer of inflammable liquids to and from tank cars, buses, trucks,
aeroplanes, to rail motor coaches, internal combustion locomotives, supply trains, and
other similar equipment.
Illumination
Revision of the specifications for large incandescent electric lamps are presented in
substitution for those now in the Manual.
Design of Indoor and Outdoor Substations
The report is limited to a study of the various supervisory systems installed by
various power companies, street railway systems, subways and heavy traction systems,
with particular reference to the operating results and maintenance methods.
High Tension Cables
The extension of the Pennsylvania RaUroad electrification from Wilmington to
Washington includes two cable installations at potentials above 100,000 volts. These
installations represent the first use made by any railroad in the United States of a cable
installation of equivalent potential.
Electricity 459
On its electrification the Pennsylvania Railroad uses an 11, 000- volt, 2 5 -cycle trolley.
This trolley is in general fed through stepdown substations from single-phase, 132 kv.
feeders located as open wire transmission lines along its right-of-way. In the section
from Wilmington to the south side of the Potomac River at Washington, the traffic
route includes two tunnel sections in Baltimore, and the transmission route one tunnel
section in Washington.
Application of Corrosion-Resisting Material to Railroad Electrical
Construction
Under the auspices of this Committee, a series of samples were installed on the New
Haven and Norfolk & Western Railroads, in January, 1931. Those installed on the Nor-
folk & Western were placed in Hemphill Tunnel. They were suspended from the messen-
ger of the catenary over one track through this tunnel. Most of the trains passing
through this tunnel were operated by steam locomotives. Therefore this test represents
service conditions such as may be expected in any tunnel operated by steam locomotives.
These samples have been inspected several times but have not been disturbed. It is
beUeved that this test will develop some very valuable data on corrosion-resisting
material.
The Committee on Electricity,
H. F. Brown, Chairman.
REPORT OF COMMITTEE XXVI— STANDARDIZATION
E. M. Hastings, Chairman;
John E. Armstrong,
h. austill,
R. C. Bardwell,
E. H. Barnhart,
F. C. L. Bond,
J. G. Brennan,
O. F. Dalstrom,
Geo. S. Fanning,
John Foley,
C. F. Ford,
C. J. Geyer,
G. A. Haggander,
C. C. Haire,
M. J. J. Harrison,
Meyer Hirschthal,
A. D. Kennedy,
C. R. Knowles,
J. A. Lahmer,
F. R. Layng,
J. M. Metcalf,
F. E. Morrow,
John V. Neubert,
F. L. Nicholson,
J. R. W. Ambrose, Vice-
Chairman;
Arthur Ridgway,
J. E. Saunders,
F. S. Schwinn,
Dr. a. N. Talbot,
J. E. Teal,
C. H. Tillett,
O. G. Wilbur,
A. R. Wilson,
G. I. Wright,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following assignments:
(1) What AREA recommended practices should be advocated for general use on
railroads. Progress report.
(2) What AREA recommended practices should be sponsored as projects for
National Standardization. Progress report.
(3) Maintain contact with Standardization bodies and keep the Association in-
formed on important matters developed by such contact. Progress report.
(1) What AREA recommended practices should be advocated for general use. —
Your Committee has reviewed the matter presented in last year's report, has made cer-
tain revisions and presents with this report Appendix A, the tabulation of specifications
and recommended practices with references to the new Manual. Your Committee again
offers this to the Association as a tabulation of recommended practices worthy of con-
sideration for adoption as uniform practice on all railroads in the interest of economy
and efficiency.
(2) What AREA recommended practices should be sponsored as projects for Na-
tional Standardization. — Your Committee gave consideration to certain recommended
practices and reports progress with the information that there was recommended to the
Board of Direction for National Standardization the "Specifications for the Manufacture
and Installation of Motor Truck, Built-in, Self-Contained and Portable Scales for Rail-
way Service — 1936". The Board of Direction at a meeting November Sth voted to
present this project to the American Standards Association. It will be noted in the
review of the activities of the American Standards Association, included in the report
of this Committee, that AAR Bulletin No. 2, Railway Highway Grade Crossing Pro-
tection, has been recommended for approval as an American Standard and is in the hands
of the ASA.
(3) Maintain contact with Standardization bodies and keep the Association in-
formed on important matters developed by such contact. — Your Committee has con-
tinued through the year its contacts with the Standardization bodies and there follows
information furnished by J. C. Irwin as to the Activities of the American Standards
Association; also information as to the activities of the Canadian Engineering Standards
Association furnished by B. Stuart McKenzie, Secretary, CESA:
Bulletin 393, January, 1937.
A
461
402 Standardization
AMERICAN STANDARDS ASSOCIATION (ASA)
The Association of American Railroads continues its deep interest in the American
Standards Association as a Member-Body contributing substantial financial support for
the year 1936 and participating in the active work by maintaining its representation on
the Standards Council and on the many Sectional Committees developing standards for
projects which are of interest to the railroads.
The AAR is represented on the Board of Directors and Standards Council ASA as
follows:
Members of the Board of Directors:
L. A. Downs (Elected as AAR Representative)
J. C. Irwin (Ex-Officio as Chairman, Standards Council)
Members of the Standards Council:
Representatives
Div. I — Operating; W. Rogers (Term expires December 31, 1937)
Div. IV — Engineenng; J. C. Irwin (Term expires December 31, 1Q36)*
Div. V — Mechanical; W. I. Cantley (Term expires December 31, 1938)
Alternates
Div. IV — Engineering; Construction and Maintenance Section; A. R. Wilson
Electrical Section ; Sidney Withington
Signal Section; E. K. Post, J. E. Saunders
Div. V — Mechanical; J. E. Ennis
Div. VI — Purchases and Stores; C. B. Tobey
During the year the Construction and Maintenance Section gave up one of its alter-
nates so that there would be a place for an alternate from the Mechanical Division. This
place was filled by the appointment of S. S. Riegel, Mechanical Engineer of the Dela-
ware, Lackawanna & Western Railroad, who died soon after his appointment. The
vacancy was filled by the appointment of J. E. Ennis, Engineering Assistant, Mechanical
Department, New York Central System, New York. Mr. Ennis is also alternate to
Mr. Cantley on the Mechanical Standards Committee.
J. S. Hagan who was alternate for the Electrical Section resigned from railroad
service and Sidney Withington, Electrical Engineer, New York, New Haven & Hartford
Railroad, New Haven, Conn., was appointed Alternate on the Standards Council in his
place. Mr. Withington is also Vice-Chairman of the Electrical Standards Committee.
At the Annual Meeting of the American Standards Association, December 11th,
1935, Dana D. Bamum (American Gas Association), President, Boston Consolidated Gas
Company, was elected President of the Association, succeeding Howard Coonley, and
Edmund A. Prentis (American Society of Civil Engineers) of Spencer, White and Prentis,
Incorporated, New York, was elected Vice-President to succeed F. E. Moscovics.
J. C. Irwin (AAR) was re-elected Chairman of the Standards Council for the third
successive one-year term. F. M. Farmer (ASTM) wag re-elected Vice-Chairman.
During the year September 1, 193S, to September 1, 1936, sixty-eight standards
were approved by the ASA as shown in Appendix B of this report. These comprise
standards in the fields of civil, mechanical, electrical and metallurgical engineering, chem-
istry and miscellaneous projects covering materials, methods, practices and codes, most
of which are of interest in some way, to the railroad industry. Some of these concern-
ing materials are developed by the American Society for Testing Materials with its com-
prehensive committees and are sponsored by it, as a Member-Body of the ASA, as
projects submitted to the ASA for approval as American Standards. Among the most
* Succeeded by A. R. Wilson, January 1, 1937.
Standardization 463
recently approved standards of this type are C18-1936, Specifications for Steel for
Bridges, C19-1936, Specifications for Steel for Buildings, C20-1936, Specifications for
Mild Steel Plates and C2 1-1936, Specifications for Structural Rivet Steel. Many new
or revised standards of special interest to members of the AREA will be found in the list.
Progress has been made in the field of highway safety. The ASA has approved as
American Standard D6-193S, the "Manual of Uniform Traffic Control Devices for Streets
and Highways," which brings together under one cover the manual of the American
Association of State Highway Officials and the recommendations of the National Con-
ference on Street and Highway Safety. This accords with AAR recommended practices
and references are made to them.
Early in 1936, the AAR submitted to the ASA, with recommendation for approval
as American Standard, the entire Bulletin No. 2 — Recommended Standards, Railroad
Highway Grade Crossing Protection, issued by its Joint Committee on Grade Crossing
Protection, July 1935. This has been under investigation by the Safety Code Corre-
lating Committee of the ASA, with respect to agreement by all major interests concerned,
and it has made recommendations that it be approved. It is designated as ASA project
D8 — Standard for Railroad Highway Grade Crossing Protection. It will continue to be
issued by its sponsor, the Association of American Railroads.
In the field of radio, the AAR, Telegraph and Telephone Section has, for some time,
been represented on ASA project C16 — Radio, which has to do with radio apparatus.
A new project, C63 — Radio-Electrical Coordination, has been inaugurated during the
year under the sponsorship of the Radio Manufacturers Association, the scope of the
project being the study of causes of radio interference and the development of standards
for the aid of both radio designers and the users of radio sets. Both the Telegraph and
Telephone Section and the Electrical Section have appointed representatives on the
Sectional Committee for this project.
Considerable research has been made in the science of sound, fundamental standards
in the field of measurement and nomenclature having been developed and approved and
specifications for a sound level (or "noise") meter having been prepared. New standards
on these subjects are Z24.2-1936, Standards for Noise Measurements and Z24.3-1936,
Standards for Sound Level Meters.
The new standard Zl7.1-1936^Preferred Numbers, will probably advance the study
of Project B32P — Wire and Sheet Metal Gages, which is now being revived under the
auspices of the Mechanical Standards Committee.
Progress has been made on Building Code work, the supervisory committee for
which was authorized last year.
There is now under organization, a Company Member Forum designed as a medium
for the informal discussion of company standards, at the discretion of those participating,
the adaptation of American Standards to company usage and suggestions for the devel-
opment of new American Standards. This is under the auspices of the ASA.
The "Manual of American Standards approved by the American Standards Asso-
ciation," with prices of standards may be secured free on application to the ASA office,
29 West 39th Street, New York City.
A list of ASA projects on which the Association of American Railroads is now
cooperating, together with the names of representatives of the AAR on Sectional Com-
mittees of the ASA developing the standards or keeping them up to date is shown in
Api>endix C of this report.
464 Standardization
CANADIAN ENGINEERING STANDARDS ASSOCIATION (CESA)
Civil Engineering and Construction
A revised second draft of the specification for structural timber has now been
submitted to the appropriate committee and it is hoped to make final revision shortly.
The specification for steel highway bridges is now being reviewed with the idea of
issuing a revised edition taking into account the use of steel of higher tensile strength.
Mechanical Engineering
The draft of the proposed safety code for passenger and freight elevators has been
completely revised and issued in a second edition and is now before the members of the
committee for final approval if possible. Indications are that this code will be particu-
larly valuable to the different provincial authorities, many of whom propose to incor-
porate it in their provincial regulations.
The Association has been asked to consider a specification for steel turnbuckles used
particularly in connection with sheet piling. It is probable that attention will first be
put on forged steel but thereafter consideration will be given to cast steel.
The Association has also been asked to prepare a specification for logging chains
and a committee has now been organized which will include representatives from the
lumbering interests and the chain manufacturers.
Electrical Work
Consideration is now being given to a revision of the third edition of the Canadian
Electrical Code issued in June, 1935, and a new edition will be considered for 1938. A
meeting has just been held in Regina to discuss the situation and the uniform enforcement
of code regulations throughout Canada.
Under Part II of the Code dealing with approvals specification the work continues
to be active. During the year specifications for Enclosures for Use in Hazardous Loca-
tion, Enclosed Branch-Circuit Cutouts, Electrically-Operated Refrigerating Machines,
Electric Cranes and Hoists, Electrode Receptacles for Luminous-Tube Signs, Electrical
Appliances for Hair Dressing, etc. and Rubber-Covered Wires and Cables, have been
issued. Specification for Rubber-Covered Wires and Cables has been issued in mimeo-
graph form for the present.
Revised editions of Specifications for Definitions and General Requirements and
Electric Portable Lighting Devices have been issued during the year.
Specifications for Enclosed Switches, Electrically-Heated Warming Pads, Wireways
and Busways, Asbestos-Insulated Stove Wire, Panelboards, Switchboards and Switching
Equipment, Low-Voltage, Control-Circuit Wire and Cable, Christmas-Tree and Other
Decorative Lighting Outfits, Cutout Bases, Cabinets and Cutout Boxes, Ground Clamps,
Receptacles, Plugs and Similar Devices, Lamp-Holders having Socket Screw-Shells, Flex-
ible Tubing (non-metallic) , Flexible Cord and Fixture Wire, Knife Switches and Portable
Electric Clothes-Washing Machines, have been discussed at meetings of the Panel on
Specifications and revised drafts are out for further comment.
First drafts of specifications for Rigid Steel Conduit, Electric Air-Heaters, Air-Cooled
Transformers and Motors (other than explosion-proof) for Use in Hazardous Locations
have been issued but have not yet been considered at a meeting of the Panel.
Under Part III of the Code, dealing with Outside Wiring Rules, two specifications
have been issued covering Inductive Coordination, Definitions and Principles; and Con-
ductive Coordination, Principles and Practices for Protecting Underground Structures
from the Effects of Stray Currents originating in Direct Current Electric Railway Systems.
The regulations covering Radio Interference are still under review.
Standardization 465
In connection with Overhead Systems, consideration is still being given to draft of
regulations prepared by the Railways and Communication Companies. It has been found
impossible to get agreement on this draft and there has been considerable criticism from
the Power Companies and Public Utilities. It is hoped eventually, however, to get a
satisfactory agreement.
It has been decided to change the title of Part III of the Code to "Standards for
Outside Wiring" instead of the former title, "Outside Wiring Rules''.
The Association also has under review specifications for Insulated Power Cable,
Enamelled Magnet Wire and also Galvanized Telegraph and Telephone Wire, but final
drafts of these sp>ecifications have not yet been approved.
The Association continues to issue electrical bulletins to the manufacturers advising
them of changes in code rules or requirements for test.
Steel Construction
The four steel specifications issued last year covering mild steel, medium steel, silicon
steel and rivet steel, have been favorably received and it is the intention to prepare speci-
fications for higher strength steel and higher strength rivets. The use of these specifica-
tions will involve revisions in existing specifications for steel bridges and buildings, and
this question is now under consideration.
Ferrous Metals
The specifications covering Commercial Bar Steel and Steel for Concrete Reinforce-
ment are being reviewed with the possibility of future revision.
General ' ~ I "'
The reorganization of the Main Committee of the Association has been finally accom-
plished and the committee as now constituted consists of eighty members. The chief
consideration in the reorganization has been the increase in representation from industrial
sources, also from professional and industrial organizations and it is hoped by this means
to increase interest in the work of the Association and eventually to receive further
financial support.
The Executive Committee has also been enlarged to twenty members under the
direction of a Chairman, two Vice-Chairmen and an Honorary-Secretary.
The receipts from Industry during the year have been practically the same as for
the preceding year, but the Association's work is severely handicapped from lack of funds.
It is hoped, however, that this situation will change under the recent reorganization.
The Association continues to occupy quarters in Room 3064, National Research
Building, Sussex Street, Ottawa.
The Committee on Standardization,
E. M. Hastings, Chairman.
466 Standardization
Appendix A
TABULATION OF SPECIFICATIONS AND RECOMMENDED PRAC-
TICES AS CONTAINED IN THE MANUAL AND SUPPLEMEN-
TAL BULLETINS, WHICH ARE PRESENTED FOR UNIFORM
PRACTICE ON ALL RAILROADS
The following items have been selected, after careful study, from the material pre-
sented to, and adopted by, the Association as standard specifications or recommended
practices and printed in the Manual; for the purpose of placing before the Association
membership and the railroads a number of items worthy of consideration for adoption
as uniform practice on all railroads in the interest of economy and efficiency. The list
is set up in numbered subdivisions conforming to standing committee numbers, with
necessary references.
I— ROADWAY
Item Manual Reference
Specifications for Cast Iron Pipe Culverts 1-12 ASTM A142-34T
Specifications for Corrugated Metal Culverts 1-13
Specifications for Pipe Line Crossings Under Ra'lway Tracks 1- 2S
Specifications for the Formation of the Roadway 1-27
Specifications for Concrete Fence Posts 1-67
Specifications for Metal Fence Po3ts 1-71
Specifications for Standard Right-of-Way Fences 1-73
II— BALLAST
Specifications for Stone Ballast 2- 1
Specifications for Prepared Gravel Ballast 2- 7
Specifications for Prepared Blast Furnace Slag Ballast 2- 13
III— TIES
Specifications for Cross-Ties 3- 1
Specifications for Switch-Ties 3-11
Methods and Practices for Proper Seasoning of Ties, etc. . . . 3-16
Specifications for Tie Plugs 3i- 21
Specifications for Dating Nails 3^ 23
Anti-Splitting Devices 3-25
IV— RAIL
Standard Specifications for Open-Hearth Steel Rails 4- 1
Standard Rail Sections, 90-lb., 100-lb., 112-lb. and 131-Ib... 4- 7
Drilling of Rails 4-12
Standard Locations for Tension Test Specimens and for
Boring for Chemical Analyses 4-13
Recommended Practice for Rail Inspection 4—13
Specifications for Drop Test Machine 4- IS
Specifications for High Carbon-Steel Joint Bars 4-17
Specifications for Quenched Carbon-Steel Joint Bars 4-21
Joint Bars and Assemblies for 90-lb., 100-lb., 112-lb. and
131-lb. Rail 4-24
Specifications for Heat-Treated Carbon-Steel and Alloy-
Steel Track Bolts 4-29
Design for Track Bolts 4-33
Specifications for Spring Washers 4-37
Rail Record Forms 4—41
Specifications for Open-Hearth Steel Girdsr Rails of Plain,
Grooved and Guard Types 4-57
Girder Rail Sections 4-63
Joint Bars for 128-lb. and lS9-lb. Girder Rail 4-68
Standardization 467
Item Manual Reference
V— TRACK
AREA Portfolio of Trackwork Plans
Specifications for Steel Tie Piates 5- 1
Design of Tie Plate for RE Rail Sections S- 5
Specifications for Wrought Iron Tie Plates 5-11
Specifications for Soft Steel Cut Track Spikes 5-15
Design of Cut Track Spike 5-17
Specifications for the Laying of New Track 5-18
Specifications and Plans for Track Tools 5-47
VI— BUILDINGS
Specifications for Buildings for Railway Purposes 6- 1
VII— WOOD BRIDGES AND TRESTLES
Specifications for Wood Piles 7- 1
Specifications for Metal Details Used in Wood Bridges and
Trestles 7- 5
Specifications for Workmanship for Pile and Framed Trestles
of Untreated Material to be Bui t Under Contract 7- 7
Specifications for Wood Shingles 7-11
Specifications for Structural Timbers 7-17
Grading Rules and Classification of Timber and Lumber for
Railway Uses 7- 69
VIII— MASONRY
Specifications for Portland Cement Concrete, P!ain and
Reinforced 8- 1
IX— HIGHWAYS
Specifications for Preparation of Track Structure, Width of
Crossing and Approaches, for Construction of Street
Crossings Over Railway Track 9- 3
Specifications for the Construction of Bituminous Crossings 9- 5
Specifications for the Construction of Rail Type Street
Crossings 9- 9
Specifications for the Construction of Wood Plank Street
Crossings 9- 11
Highway Crossing Signs and Signals 9-17 Bullctn No. 2 AAR
XIII— WATER SERVICE, FIRE PROTECTION AND SANITATION
Specifications for Cast Iron Pipe and Special Castings 13- 15
Specifications for Hydrants and Valves 13^ 15
Specifications for Laying Cast Iron Pipe 13- 17
Specifications for Wood Water Tank 13- 21
Specifications for Steel Water and Oil Tanks 13- 37
Specifications for Soda Ash to be Used in Water Treatment 13- 43
Specifications for Hydrated Lime to be U-ed in Water Treat-
ment 13- 45
Specifications for Quicklime to be Used in Water Treatment 13- 47
Specifications for Sulphate of Alumina to be Used in Water
Treatment 13-49
Specifications for Sulphate of Iron to be Used in Water
Treatment 13-51
Specifications for Salt to be Used in Regeneration of Zeolite
Water Softening Plants 13-55
Standard Methods for Analyses of Chemicals Used in Water
Treatment ' 13-57
Standard Method of Water Analysis and Interpretation of
Results 13-59
468 Standardization
Item Manual Reference
XIV— YARDS AND TERMINALS
Scales
Rules for the Location, Maintenance, Operation and Testing
of Railway Track Scales 14- 33
Specifications for the Manufacture and Installation of 4-
Section, Knife Edge Railway Track Scales 14- 47
Specifications for the Manufacture and Installation of 2-
Section, Knife Edge Railway Track Scales 14- 67
Specifications for the Manufacture and Installation of Motor
Truck, Built-in, Self-Contained and Portable Scales for
Railway Service 14- 85
Tolerances for Large Capacity Automatic-Indicating Scales 14-107
XV— IRON AND STEEL STRUCTURES
Specifications for Steel Railway Bridges IS- 1
Specifications for Movable Railway Bridges IS- 49
Specifications for Steel Railway Turntables lS-109
Classification of Railway Bridges 15-119
Rules for Rating Existing Iron and Steel Bridges 15-121
XVII— WOOD PRESERVATION
Specifications for Treating Processes 17- 5
Specifications for Preservatives 17-13
Specifications for Treatment of Douglas Fir 17-47
Specifications for Treatment of Air-Seasoned Douglas Fir.. 17- 57
XX— UNIFORM GENERAL CONTRACT FORMS
Form of Construction Contract 20- 1
Form of Cost-PIus Percentage Construction Contract 20- 11
Forms of Agreement For:
Organization and Operation of a Joint Passenger Ter-
minal Project 20- 21
Joint Use of Passenger Station Facilities 20- 47
Joint Use of Freight Terminal Facilities 20- S3
Interlocking Plant 20- 61
Trackage Rights 20-67
Industry Track 20-73
Crossing of Railways at Grade 20- 81
Purchase of Electrical Energy for Traction and Other
Purposes 20- 91
Purchase of Electrical Energy for Other Than Traction
Purposes 20-101
Use of Railway Property by High Pressure Pipe Lines
With Special Reference to Pipe Lines Carrying
Inflammable Oils and Gas 20-105
Joint Use of Poles on Railway Lands 20-109
Wire Line Crossings 20-113
XXVII— WORK EQUIPMENT
Standardization of Parts and Accessories for Railway Main-
tenance Motor Cars 27- 1
Standardization
469
Item Manual Reference
CLEARANCES
Clearances CI- 1
Clearance Diagrams For;
Bridges CI- 2
Turntables CI- 3
Single Track Tunnel CI- 4
Double Track Tunnel CI- 5
Buildings and Sheds Adjacent to Side Tracks CI- 6
Warehouse and Engine House Doors CI- 7
Platforms CI- 8
Equipment, Unrestricted CI- 9
Equipment, Unrestricted for Main Lines CI- 10
WATERPROOFING OF RAILWAY STRUCTURES
Specifications for Membrane Waterproofing Wpfg- 1
LIVE LOAD AND IMPACT
Live Load LLI- 1
Appendix B
STANDARDS APPROVED BY THE AMERICAN STANDARDS
ASSOCIATION
ASA Symbol
Civil Engineering
A40.1— 1935
A40.2— 1936
ASO. 1—1936
AS0.2— 1936
AS0.3— 1936
Period September 1, 1935 to September 1, 1936
Title
Cast Iron Soil Pipe and Fittings
Brass Fittings for Flared Copper Tubes
Billet-Steel Concrete Reinforcement Bars
Rail-Steel Concrete Reinforcement Bars
Cold-Drawn Steel Wire for Concrete Reinforcement
Mechanical Engineering
B18.3-
B36.3-
-1936
-1935
B36.6— 1935
B36.9— 1935
B36.10— 1935
Socket Set Screws and Socket Head Cap Screws
Specifications for Lap-Welded and Seamless Steel Pipe for
High-Temperature Service
Specifications for Forge-Welded Steel Pipe
Specifications for Electric-Fusion Welded Steel Pipe (Sizes
8 in. to but not including 30 in.)
Wrought-Iron and Wrought Steel Pipe
Electrical Engineering
CI— 1935 1935 Edition of the National Electrical Code
C6 — 1936 Standard Rotation, Connections and Terminal Markings for
Electric Power Apparatus
C8.4 — 1936 Class A 30 Per Cent Rubber Insulation for Wire and Cable
for General Purposes
C8.S — 1936 Specifications for Cotton-Covered Round Copper Magnet Wire
C8.6 — 1936 Specifications for Silk-Covered Round Copper Magnet Wire
C8.7 — 1936 Specifications for Enameled Round Copper Magnet Wire
C8.ll — 1936 Code Rubber Insulation for Wire and Cable for General
Purposes
C8.16 — 1936 Specifications for Tree Wire Coverings
C8.17 — 1936 Specifications for Class AO 30 per cent Insulation for Wire
and Cable for General Purposes
C50 — 1936 Standards for Rotating Electrical Machinery
C62 — 1936 Standards for Lightning Arresters
C64 — 1935 Standards for Carbon, Graphite and Metal-Graphite Brushes
Automotive (Automobile and Aircraft)
D6 — 1935 Manual of Uniform Traffic Control Devices for Streets and
Highways
Approved As
American Standard
American Standard
American Standard
American Standard
American Standard
American Standard
Amer. Tent. Std.
American Standard
Amer. Tent. Std,
Amer. Tent. Std.
American Standard
American Standard
Amer. Tent. Std.
American Standard
American Standard
American Standard
Amer. Tent. Std.
Amer. Tent. Std.
Amer. Tent. Std.
American Standard
American Standard
Amer. Rec. Practice
American Standard
470
Standardization
ASA Symbol Title Approved As
Ferrous Metallurgy
G8.3 — 1935 Specifications for Zinc-Coating (Galvanized) Iron or Steel American Standard
Telephone and Telegraph Line Wire
08.4 — 1935 Specifications for Zinc-Coated (Galvanized) Iron or Steel American Standard
Tie Wires
G8.5 — 1935 Specifications for Zinc-Coated Iron or Steel Chain-Link American Standard
Fence Fabric Galvanized After Weaving
G8.6 — 1935 Specifications for Zinc-Coated (Galvanized) Iron or Steel American Standard
Wire Strand (CableJ
G8.7 — 1935 Specifications for Black and Hot-Dipped Zinc-Coated (Gal- Amer. Tent. Std.
vanized) Welded and Seamless Steel Pipe for Ordinary Uses
Gi8 — 1936 Specifications for Steel for Bridges American Standard
G19 — 1936 Specifications for Steel for Buildings American Standard
G20 — 1936 Specifications for Mild Steel Plates American Standard
G21 — 1936 Specifications for Structural Rivet Steel American Standard
Chemical Industry
K3— 1935
K16. 1—1935
K20. 1—1936
K20.2— 1936
K20.3— 1936
K20.4 — 1936
K20.5— 1936
K21. 1—1936
Methods of Chemical Analysis of Manganese Bronze American Standard
Methods of Routine Analysis of Dry Red Lead American Standard
Test for Cubic Foot Weight of Crushed Bituminous Coal American Standard
Test for Cubic Foot Weight of Coke American Standard
Tumbler Test for Coke American Standard
Shatter Test for Coke American Standard
Test for Volume of Cell Space of Lump Coke American Standard
Standard Method of Test for Determination of Toluol In- American Standard
soluble Matter in Rosin
Textile Industry
L3— 1935
Specifications for Cotton Rubber-Lined Fire Hose for Public
and Private Fire Department Use
American Standard
Pulp and Paper Industry
PI — 1936 Safety Code for Paper and Pulp Mills
Amer. Tent. Std.
Miscellaneous
Z11.8— 1935
Zll.lO— 1935
Petroleum Products by Means of American Standard
ZI1.2B-
Z11.29-
Z11.30-
Z11.32-
Z11.33-
Z11.34-
-1935
-1935
-1935
-1935
-1935
-1935
Z11.35— 1935
Z11.36-
Z11.37-
Z11.38-
ZI1.39-
Z14.2-
Z17.1-
Z21.1-
Z21.19-
Z24.2-
Z24.3-
Z26.1-
Z29.1-
Z30.2-
-1935
-1935
-1935
—1935
-1935
-1936
-1935
-1936
-1936
-1936
-1935
-1935
-1936
Water and Sediment
Centrifuge
Distillation of Gasoline, Naphtha, Kerosene and Similar American Standard
Petroleum Products
Definitions of Terms Relating to Petroleum
Diluation of Crankcase Oils
Precipitation Number of Lubricating Oils
Distillation of Crude Petroleum
Sampling Petroleum and Petroleum Products
Color of Lubricating Oils by Means of ASTM Union Colori-
meter
Color of Refined Petroleum Oil by Means of Saybolt Chro-
mometer
Gum Content of Gasoline
Knock Characteristics of Motor Fuels
Sulfur in Petroleum Oils by Lamp Method
Viscosity-Temperature Chart for Liquid Petroleum Products
Graphical Symbols
Preferred Numbers
Approval Requirements for Gas Ranges
Approval Requirements for Refrigerators Using Gas Fuel
Standards for Noise Measurement
Standards for Sound Level Meters
Specifications and Methods of Test for Safety Glass for
Glazing Motor Vehicles Operating on Land Highways
Reference Data for Periodicals
Recommended Practice for Thermal Analysis of Steel
Amer. Tent. Std.
American Standard
American Standard
American Standard
American Standard
Amer. Tent. Std.
Amer. Tent. Std.
Amer. Tent. Std.
Amer. Tent. Std.
Amer. Tent. Std.
Amer. Tent. Std.
American Standard
American Standard
American Standard
American Standard
Amer. Tent. Std.
Amer. Tent. Std.
Amer. Tent. Std.
Amer. Rec. Practice
American Standard
Commercial Standards
CS53— 35 Colors and Finishes for Cast Stone Amer. Tent. Std.
CS54 — 35 Mattresses for Hospitals Amer. Tent. Std.
CSS 5— 35 Mattresses for Institutions Amer. Tent. Std.
CS57 — 36 Book Cloth, Buckrams, and Impregnated Fabrics for Book- Amer. Tent. Std.
binding Purposes Except Library Bindings
Standardization
471
Appendix C
AMERICAN STANDARDS ASSOCIATION TECHNICAL PROJECTS
ON WHICH THE ASSOCIATION OF AMERICAN RAILROADS
IS NOW COOPERATING
Al
A21
A22
A3S
A3 6
Bl
B3
B4
B16
B18
ASA Project
Portland Cement, Specifi-
cations for
Cast Iron Pipe and Spe-
cial Castings, Specifica-
tions for
Walkway Surfaces, Safety
Code for
Manhole Frames and
Covers
Rating of Rivers
Screw Threads. Standard-
ization and Unification
of
Cylindrical Parts and
Limit Gages, Allow-
ances and Tolerances
for
Pipe Flanges and Fittings
Bolt, Nut and Rivet
Proportions
AAR Div. or Sec. Represented
AREA (Const. & Maint. Sec.)
Coinmittee Contact
IV Eng.— Com. VIII— Masonry
IV Eng.— Com. XIII — W a t e r
Service, Fire Protec-
tion and Sanitation
IV Eng. — Com. VI — Buildings
I Oper.— T. & T. Sec.
IV Eng. — Com. XIV — Yards and
Terminals
Com. VI — Buildings
IV Eng. — Elec. Sec.
IV Eng.— Com. IV— Rail
Sig. Sec.
V Mech.
Ball and Roller Bearings V Mech.
V Mech.
IV Eng.— Com. XIII — Water
Service, Fire Protec-
tion and Sanitation
Elec. Sec.
Sig. Sec.
V Mech.
IV Eng.— Com. IV— Rail
Com. V — Track
Com. XV — I r o n and
Steel Structures
V Mech.
Members Representing
Railway .Issocialions
Meyer Hirschthal
J. F. Leonard
J. J. Yates
C. R. Knowles
Alt. C. P. VanGundy
W. T. Dorrance
J. A. Jones
H. L. Ripley
Alt. J. R. W. Ambrose
Alt. W. T. Dorrance
R. J. Needham
John V. Neubert
H. G. Morgan
W. I. Cantley
Alt. J. E. Ennis
Alt. F. M. Waring
W. I. Cantley
Alt. J. E. Ennis
Alt. F. M. Waring
W. I. Cantley
F. M. Waring
Alt. J. E. Ennis
C. R. Knowles
.T. V. B. Duer
E. K. Post
W. I. Cantley
Burton P. Flory
John V. Neubert
Alt. J. B. Myers
Philip G. Lang, Jr.
Alt. O. E. Selby
J. McMullen
C. B. Smith
B20
B27
B30
B32P
B33
Conveyors and Convey-
ing Machinery, Safety
Code for
Plain and Lock Washers
Cranes. Derricks and
Hoists, Safety Code for
Wire and Sheet Metal
Gages
Hose Coupling Screw
Threads
IV Eng.— Com. XXIII — Shops
and Locomotive Ter-
minals
IV Eng.— Com. V— Track
V Mech.
VI Purchases and Stores
IV Eng.— Com. XII— Rules and
Organization
I Oper.— T. & T. Sec.
IV Eng. — Sig. Sec.
IV Eng.— Com. XIII — Water
Service, Fire Protec-
tion and Sanitation
H. G. Dalton
E. W. Carufhers
A. H. Fetters
H. A. Hoke
E. D. Toye
Alt. A. G. Follette
W. C. Barrett
Alt. M. M. Backus
J. A. Jones
H. G. Morgan
W. L. Curtiss
Alt. J. P. Hanlcy
472
Standardization
B36
B40P
B41
B42P
B43P
CI— 1935
C2— 1927
C2— 1927
C5
C8
C8k2
CU-
C16
C18-
C29
C34
CSS
—1932
-1927
-1930
ASA Project
Dinu-nsioiis and Materials
of Wrought Iron and
Wrought Steel Pipe and
Tubing, Standardization
of
Pressure and Vacuum
Gages, Specifications for
Stock Sizes, Shapes and
Lengths for Iron and
Steel Bars, Including
Flats, Squares, Rounds
and other shapes
Leather Belting,
cations for
Specifi-
Machine Pins, Dimen-
sions of
Electric Wiring and Ap-
paratus in Relation to
Fire Hazard. Regula-
tions for (N a t i o n a I
Electrical Code)
National Electrical Safety
Code
Parts I and III
National Electrical Safety
Code— Continued
Parts II and IV
Lightning, Code for Pro-
tection Against
Wires and Cables, Insu-
lated (Other than Tele-
phone and Telegraph)
Heat Resisting Wires
Hard Drawn Aluminum
Conductors
Radio
Dry Cells and Batteries,
Specifications for
Insulators f o r Electric
Power Lines
Mercury Arc Rectifiers
Rotating Electrical
Equipment for Railway
Cars and Locomotives
AAR Div. or Scr. Represented
AREA (Const. & Maint. Sec.)
Committee Contact
IV Eng.— Com. XIII — Water
Service, Fire Protec-
tion and Sanitation
V Mech.
V Mech.
V Mech.
VI Purchases and Stores
V Mech.
IV Eng.— Elec. Sec.
I Oper.— T. & T. Sec.
IV Eng.— Const. & Maint. Sec.
Elec. Sec.
Sig. Sec.
I Oper.— T. & T. Sec.
IV Eng.— Const. & Maint. Sec.
Elec. Sec.
Sig. Sec.
I Oper.— T. & T. Sec.
IV Eng.— Elec. Sec.
Sig. Sec.
IV Eng.— Elec. Sec.
IV Eng.— Elec. Sec.
I Oper.— T. & T. Sec.
I Oper.— T. & T. Sec.
IV Eng.— Sig. Sec.
IV Eng.— Elec. Sec.
Sig. Sec.
IV Eng.— Elec. Sec.
IV Eng.— Const. & Maint. Sec.
Elec. Sec.
C37
Power Switchgear
IV Eng.— Elec. Sec.
C39
Electrical Measuring In-
struments
IV Eng.— Elec. Sec,
C42
]>rfinitions nf Rlrrtrinil
Terms
rv F.nK.— Eire. Sec.
Members Representing
Railway Associations
J. J. Laudig
Alt. W. B. Nissly
F. M. Waring
F. M. Waring
H. G. Burnham
C. L. Mcllvaine
A. H. Fetters
H. A. Hoke
I. V. Goodman
Alt. G. L. Sealey
G. R. Stewart
J. H. Davis
Alt. G. O. Moores
K. H. Gordon
Alt. L. S. Wells
F. W. Bender
Alt. B. J. Schwendt
W. R. Triem
J. H. Davis
Alt. G. O. Moores
K. H. Gordon
Alt. L. S. Wells
B. J. Schwendt
Alt. F. W. Bender
J. L. Niesse
C. R. Troop
J. J. Corcoran
J. L. Bracken
K. H. Gordon
J. L. Niesse
G. R. Stewart
A. B. Himes
H. F. Brown
G. W. Chappell
J. S. Thorp
Sidney Withington
Alt. J. V. B. Duer
J. E. Sharpley
Alt. W. S. H. Hamilton
S. R. Negley
C. J. McCarthy
J. H. Davis
Standardization
473
ASA Project
C44— 1931 Rolled Threads for Screw
Shells of Electric Sock-
ets and Lamp Bases
C50 Rotating Electrical Ma-
chinery
C52 Electric Welding Appa-
ratus
C57 Transformers
CS9 Electric Insulating Mate-
rials in General
C60P Vacuum Tubes for Indus-
trial Purposes, Stand-
ardization of
C63 Radio-Electrical Coordi-
nation
G8 Zinc Coating of Iron and
Steel, Specifications for
Soft or Annealed Copper
Wire, Specifications for
Hard-Drawn Copper Wire,
Specifications for
Medium Hard-Drawn
Copper Wire, Specifica-
tions for
Tinned Soft or Annealed
Copper Wire for Rub-
ber Insulation, Specifi-
cations for
M7 Coal Mine Tracks, Sig-
nals and Switches
M26P Clean Bituminous Coal.
Specifications for
03 — 1926 Cross-ties and Switch-ties,
Specifications for
04 Wood, Methods of Test-
ing
05 Wood Poles, Specifica-
tions for
Z2 Heads, Eyes and Respir-
atory Organs of Indus-
trial Workers, Safety
Code for the Protection
of
Z4 Industrial Sanitation,
Safety Code for
ZSP Ventilation Code
ZIO Letter Symbols and Ab-
breviations
H4-
-1928
H14-
-1929
HIS
H16-
-1928
AAR Div. or Sec. Represented
AREA (Const. & Maint. Sec.)
Committee Contact
IV Eng.— Sig. Sec.
V Mech.
IV Eng. — Elec. Sec.
IV Eng.— Const. & Maint. Sec.
IV Eng.— Elec. Sec.
I Oper.— T. & T. Sec.
IV Eng. — Sig. Sec.
Elec. Sec.
V Mech.
IV Eng.— Elec. Sec.
I Oper.— T. & T. Sec.
IV Eng.— Elec. Sec.
I Oper.— T. & T. Sec.
IV Eng. — Com. I — Roadway
Com. XIII — Water
Service, Fire Protec-
tion and Sanitation
I Oper.— T. & T. Sec.
IV Eng. — Elec. Sec.
I Oper.— T. & T. Sec.
IV Eng. — Elec. Sec.
I Oper.— T. & T. Sec.
IV Eng.— Elec. Sec.
I Oper.— T. & T. Sec.
IV Eng.— Elec. Sec.
IV Eng.— Com. V— Track
VI Purchases and Stores
IV Eng. — Com. Ill — Ties
IV Eng.— Com. VI— Buildings
I Oper.— T. & T. Sec.
IV Eng. — Elec. Sec.
Members Representing
Railway Associations
H. G. Morgan
O. M. Bixby
J. V. B. Duer
Vacant
S. R. Negley
W. A. Moore
E. B. Smith
Alt. W. F. Zane
C. R. Troop
C. R. Troop
J. V. B. Duer
Alt. A. D. Whamond
J. L. Niesse
J. H. Davis
J. A. Jones
W. C. Pruett
Alt. H. H. Harman
J. J. Laudig
Alt. C. P. VanGundy
J. A. Jones
J. L. Minick
J. A. Jones
J. L. Minick
J. A. Jones
J. L. Minick
J. A. Jones
J. L. Minick
C. J. Geyer
C. E. Smith
John Foley
W. T. Dorrance
J. A. Jones
Alt. H. A. Shepard
Paul Lebenbaum
I Oper. — Medical and Surgical E. V. Milholland
Sec.
I Oper. — Medical and Surgical
Sec.
IV Eng. — Com. VI— Buildings
V Mech.
IV Eng. — Sig. Sec.
Elec. Sec.
R. C. Bardwell
W. T. Dorrance
Alt. W. J. Madden
E. K. Post
Alt. H. G. Morgan
J. V. B. Duer
474
Standardization
ZU
Z14
ZIS
Z16
Z23
Z26P
Z28
Z32
ASA Project
retrolcum Products and
Lubricants
Drawings and Drafting
Room Practice (Exclu-
sive of Architectural
Drawings), Standards
for
Graphic Presentation,
Standards for
Methods of Recording
and Compiling Acci-
dent Statistics, Stand-
ardization of
Sieves for Testing Pur-
poses, Specifications for
Specifications and Meth-
ods of Test for Safety
Glass
Standard Code for Work
in Compressed Air
Graphical Symbols and
Abbreviations for Use
on Drawings
Electrical Standards Com-
mittee
AAR Div. or Sec. Represented
AREA (Const. & Maint. .'^cc.) Members Representing
Committee Contact Railway Associations
IV Eng.— Const. & IMaint. Sec. J. G. Hartley
IV Eng. — Com. XI — Records and A. M. Blanchard
Accounts
I Oper.— T. & T. Sec. L. A. Moll
IV Eng. — Com. XI — Records and A. M. Blanchard
Accounts
I Oper. — Safely Sec.
T. H. Carrow
IV Eng. — Com. VIII — Masonry Meyer Hirschthal
IV Eng. — Const. & Maint. Sec. J. B. Young
I Oper. — Medical and Surgical J. McCombc
IV Eng.— Com. VIII— Masonry J. J. Yates
IV Eng. — Com. XI — Records and A. M. Blanchard
Accounts
Mechanical
Committee
IV Eng.— Elec. Sec.
Standards V Mech.
Sidney Withington
W. I. Cantley
Alt. J. E. Ennis
REPORT OF COMMITTEE V— TRACK
C. J. Geyer, Chairman;
Lem Adams,
C. A. Alden,
C. W. Baldridge,
W. H. Bettis,
W. H. B. Bevan,
F. J. Bishop,
B. Blowers,
L. H. Bond,
R. W. E. Bowler,
C. W. Breed,
E. W. Caruthers,
H. R. Clarke,
O. U. Cook,
J. E. Deckert,
L. W. Deslauriers,
J. A. Ellis,
H. F. FiFIELD,
F. W. Gardiner,
F. S. Hales,
C. R. Harding,
O. F. Harting,
N. M. Hench,
F. W. HiLLMAN,
E. T. HowsoN,
A. F. HUBER,
W. G. HULBERT,
T. T. Irving,
C. T. Jackson,
F. J. Jerome,
A. A. Johnson,
H. D. Knecht,
J. de N. Macomb,
E. E. Martin,
F. H. Masters,
S. N. Mills,
G. M. Magee,
CM. McVay,
W. A. Murray,
J. B. Myers,
G. A. Peabody,
S. H. Poore,
W. G. Arn, Vice-Chairman;
J. A. Reed,
0. C. Rehfuss,
C. J. RiST,
W. L. Roller,
E. M. T. Ryder,
J. R. Scatterday,
1. H. SCHRAM,
G. L. Sitton,
G. J. Slibeck,
G. L. G. Smith,
H. C. Stiff,
G. M. Strachan,
C. R. Strattman,
E. D. Swift,
Dr. Hermann von Schrenk,
J. R. Watt,
H. N. West,
J. G. Wishart,
M. J. T. Zeeman,
Committee.
To the. American Railway Engineering Association:
Your Committee respectfully presents reports on the subjects assigned, as follows:
1. Revision of Manual (Appendix A).
2. Fastenings for continuous welding of rail, collaborating with Committee IV —
Rail (Appendix B).
3. Plans and specifications for track tools, collaborating with Committee I — Road-
way, Committee II — Ballast, and Committee XXII — Economics of Railway Labor
(Appendix C) .
4. Plans for frogs, switches, crossings, slip switches, etc., and track construction in
paved streets, collaborating with Committee IX — Highways on matters pertaining to
track construction in paved streets (Appendix D).
5. Corrosion of rail and fastenings in tunnels, collaborating with Committee IV—
Rail (Appendix E).
6. Design of tie plates for RE rail sections as developed, collaborating with
Committee III — Ties and Committee IV — Rail (Appendix F).
7. Practicability of using "Reflex" units for switch lamps and targets, collaborating
with Committee X — Signals and Interlocking (Appendix G).
8. Reclamation of serviceable materials from scrap and retired maintenance of way
and structures machines, tools and appliances, collaborating with Joint Committee on
Reclamation, AAR (Appendix H).
9. Determination of the limiting relative positions of the abutting rails of fixed
and drawspans of bridges and proper tolerances, collaborating with Committee X —
Signals and Interlocking, Committee XV — Iron and Steel Structures, and the Signal
Section (Appendix I).
10. Outline of complete field of work of the Committee (Appendix J).
11. Design for cut track spikes (Appendix K).
Bulletin 393, January, 1937.
475
476 Track
Action Recommended
1. That revisions recommended in Appendix A be approved for publication in
the Manual.
2. That report in Appendix B be received as information.
3. That Plan 23-A covering a crane rail tong be received as information and
substituted for Plan 23 printed in Proceedings of 1935.
4. That Plans 127, 128, and 129 for curved switches be adopted as recommended
practice and printed in the Manual.
5. That Plan 1-A showing a 10-inch tie plate for use with 90-lb. rail, Plan 1-B
showing a lO^-inch tie plate for use with 90-lb. rail, and Plan 501 showing data on tie
plates (standard and proposed) appropriate for use with various rail sections and under
various service conditions, be adopted and published in the Manual.
6. That information contained in Appendix I be adopted as recommended practice
and published in the Manual, discontinuing the subject.
7. That information contained in Appendix J be received as information.
8. That progress reports in Appendices E, G, and H be received and the subjects
continued.
9. That revised designs for 9/16-inch and 5^-inch cut spikes be adopted as
recommended practice and published in the Manual.
The Committee on Track,
C. J. Geyer, Chairman.
Appendix A
(1) REVISION OF MANUAL
W. G. Am, Chairman, Sub-Committee; W. H. B. Bevan, C. W. Breed, J. A. Ellis, F. S.
Hales, C. R. Harding, F. W. Hillman, E. T. Howson, A. A. Johnson, S. N. Mills,
C. M. McVay, J. B. Myers, I. H. Schram, G. L. G. Smith, J. R. Watt, J. G.
Wishart, M. J. T. Zeeman.
Revise Tie Plate Plans Nos. 1 and 2 as follows:
Add following notations:
"This plan may be used with 110-lb. RE and 100-lb. RA-A rails."
"Double shoulder design is for use with rails havbg 5^/2 inch base width
only."
In plan view, change dimension from outside shoulder to gage side spike holes from
"5-7/16 inch to
"5J/2 inch rail base — 5-7/16 in.
5^ inch rail base — 5-5/16 in.
Revise the titles of Plans Nos. 1 and 2 to read as follows:
AREA
10^ Inch Tie Plate
For L'se With 112-lb. RE
And 100-lb. RE Rails
Plan No. IC
and
AREA
11 Inch Tie Plate
For Use With 112-lb. RE
And 100-lb. RE Rails
Plan No. 2
I
Track
477
Revise the notation on material appearing above the titles of Plans Nos. 1 to 6,
inclusive, by striking out the two lines following the words "AREA Manual" and
substituting therefor the following:
"Issue of March 12, 1936, pages 5-1 to 5-3, inclusive."
REVISIONS OF MANUAL
ERRATA AND REVISIONS OF PLANS SINCE LATEST ISSUE INCLUDED IN
APPENDIX "E" OF TRACKWORK PLANS
This page is reissued to cover the following changes:
Index— 1935
Change title from "Index", March, 1935 to "Contents", March, 1937.
Add following plans:
Plan No. 127, 39-ft. 0-in. Curved Split Switch with Uniform Risers 37
Plan No. 128, Location of Joints No. 18 and No. 20 Turnouts with 39-ft. 0-in.
Curved Switches 37
Plan No. 215, Split Switch Details for Heavy and Medium Weight Rails 37
Plan No. 920, Turnout Data for Curved Switches 36
Revise serial number of the following plans:
Plans No. 600 to 610 inclusive 34 to 37
Plans Nos. Revise all switch plans to include cotter pins for all bolts through
101 to 108 inc. the reinforcing bars.
Plan No. 209
Add following items in numerical and classified index of switch equipment:
Detail
Item
6020
Slide
6021
"
6026
Gage
6040
Heel
6049
11
6051
Turnout
6053
6055
a
6057
"
6059
"
6061
"
6063
"
6065
"
6067
"
6069
"
6071
6073
'•
6075
"
6077
"
6079
"
6081
"
Plate
No.
Detail
Item
215
6000
Switch Pt. Plar
215
7020
Slide Plate
215
7021
(1 (t
215
7026
Gage "
215
7040
Heel
215
7049
" "
127
7051
Turnout "
127
7053
127
7055
127
7057
127
7059
127
7061
127
7063
127
7065
127
7067
127
7069
127
7071
127
7073
127
7075
127
7077
127
7079
127
7081
Plan
Na.
215
215
215
215
215
215
127
127
127
127
127
127
127
127
127
127
127
127
127
127
127
127
Plans No. On Railbound Manganese Steel Frogs;
258 to 269 Inc. Add heel block foot guards.
273 to 279 Inc. Extend wing rails and fillers on No. 14 to No. 20 frogs incl.
281 to 283 Inc. Delete Design B and Design Bl frogs
291 and 292 No. 16 to No. 20 incl. from plans and notes.
478 Track
Plan No. Delete details of clips "R" and "S", and detail of stop "T" from
700-D plan, and add followinp; note: "Base plates shall be equipped with
stops 2" wide XI" thick )< 4" long welded to base plate.
Plan No. Delete following note from plan view of end frog; "14 in. for two
773 hole drilling, 17 in. for three hole drilling", and add in lieu thereof:
"Minimum equals 6 inches plus one-half the length of joint bar".
Appendix A Add to Section 38:
"Where Cotter Pins are required there shall be not more than %"
clearance between the cotter and the nut after assembly, unless
otherwise specified".
The above revisions to Plans 258 to 269 inclusive, 273 to 279 inclusive, 281 to 283
inclusive, 291 to 292 are made to make them conform with revisions to railbound frog
plans 600 to 610 inclusive, which are elsewhere presented.
In connection with Plan No. 700-D adverse criticism has been received concerning
details "R", "S" and "T", covering clips and stops shown on this plan. The Committee
has considered this subject and recommends the deletion of details "R", "S" and "T",
and that stops 2" wide X 1" thick X 4" long be welded to the base plate.
Plan 773 as now prepared is not suitable for six-hole joint bars when the length
exceeds 32". As many of the roads are now using bars of greater length than 32" it is
recommended that the dimensions —
"14 inch for 2-hole drilling''
"17 inch for 3-hole drilling"
be revised to read as follows:
"Minimum equals 6 inches plus one-half the length of joint bar"
Revisions to Railbound Mang.\nese Frog Pl.\ns 600 to 610 Incl.
Plan 600 —Data and Sections for Railbound Manganese Steel Frogs.
601-3- — No. 6, No. 7 and No. 8 Railbound Manganese Steel Frogs for Heavy and
Medium Weight Rails.
604-S — No. 10 and No. 11 Railbound Manganese Steel Frogs for Heavy and
Medium Weight Rails.
606-7 — No. 16 and No. 20 Railbound Manganese Steel Frogs for Heavy and
Medium Weight Rails.
60S — No. 4 and No. 5 Railbound Manganese Steel Frogs for Heavy and
Medium Weight Rails.
609 — No. 9, No. 12 and No. 14 Railbound Manganese Steel Frogs for Heavy and
Medium Weight Rails.
610 — No. IS and No. 18 Railbound Manganese Steel Frogs for Heavy and
Medium Weight Rails.
Reports of the disclosure, in welding operations, of unsound metal in certain por-
tions of the manganese steel inserts of railbound frogs led to an investigation that was
undertaken by the Standardization Committee of the Manganese Track Society, and their
report on this subject follows:
REPORT ON DESIGN OF RAILBOUND FROG CASTINGS
Late in 1934 attention was called to the matter of apparent premature failures of
Manganese Inserts for frogs, particularly at the tread surface over the bolts. The Man-
ganese Track Society undertook a study to determine the conditions surrounding the
reported failures and to recommend means for minimizing the probabilities of their
continuance.
Consultation with railroad engineers who had become interested in the matter,
developed the fact that a large number of frogs are removed from track because of
surface depressions that develop prior to actual wearing out either of the castings them-
selves or of other parts of the frogs. Examination of a large number of such scrapped
castings indicated that the surface depressions usually occurred over bolt holes or in
close proximity to them. Many such castings were cut through the bolt holes and
almost without exception the metal in the head of the manganese wings and in the point
portion, had a spongy or segregated appearance.
'^^^^r^mmmmmi^mm
A. R. E. A.
ERRATA AND REVISIONS OF PLANS SINCE LATEST ISSUE
APPENDIX E
PAGE 1
INDEX -
1935
PLAN No.
Change
title from "Index Marcfi,
1935" to
"Con
tents March, 1937."
211
Add (ol
owing plans:
Spec. Revise
2012, detail number of clip, to read 1012.
Plan No
127, 39'0 Curved Split
Switch w
thU
iform Risers
, . . 37
107-t'
Plan No
128, Location of Joints No. 18 and No
. 20 Turnouts with 39'0 Cur
ved
Plan No
Plan No
Switches
...37
215, Split Switch Detai
920, Turnout Data for C
rial number of the follow
s for Heavy and Mediuir
Weight Rails
...37
.. . 36
Revise sc
ing plans
Plans Nc
. 600 to 610 inclusive.
34
to 37
PLANS No.
GENERAL
258 to p^^,^^
268 Incl. *^^^'^^
Rail Bound Mang. Steel Frogs to conform to Plans No. 601 to 610 incl.
Revise th
e terms "Splice Bars" and
■Angle B
rs", V
vhere use
d, to the term 'Join
tBars."
2J3to
279 Incl.
(
I . .
1 Add heel block foot guards.
TlAJiSJi.
0.
281 to
/
101 to 108
Revise al
switch plans to include Cotter Pin
for a
II bolts t
rough the reinforci
g bars.
283 Incl.
i^ Extend wing rails and fillers on No. 14 to No. 20 frogs incl.
Inc.
291 and
292
1 Delete Design B and Design B1 frogs 16 to No. 20 incl. from plans and notes
PLAN No.
\
zm
Add foil
jwing items in numerica
and class
Plan
No.
ified
ndex of
switch equipment:
Plan
No.
Detail
Item
Detail
Item
5000
Switch Pt. Planing
215
6000
Switch Pt. Plani
ig 215
6020
Slide Plate
215
7020
Slide Plate
215
6021
Slide Plate
215
7021
Slide Plate
215
PLAN No.
6026
Gage Plate
215
7026
Gage Plate
215
504 Delete
note "not less than 1 ^4 in." from end view o( guard rail.
6040
Heel Plate
215
7040
Heel Plate
215
6049
Heel Plate
215
7049
Heel Plate
215
6051
6053
Turnout Plate
Turnout Plate
127
127
7051
7053
Turnout Plate
Turnout Plate
127
127
6055
Turnout Plate
127
7055
Turnout Plate
127
6057
Turnout Plate
127
7057
Turnout Plate
127
6059
Turnout Plate
127
7059
Turnout Plate
127
PLAN No.
6061
Turnout Plate
127
7061
Turnout Plate
127
670 Revise wording of notes 2, 3, and 10 on this plan to agree with notes 2, 3, and 10 on
6063
Turnout Plate
127
7063
Turnout Plate
127
Plan No
640.
6065
Turnout Plate
127
7065
Turnout Plate
127
6067
Turnout Plate
127
7067
Turnout Plate
127
6069
6071
Turnout Plate
Turnout Plate
127
127
7069
7071
Turnout Plate
Turnout Plate
127
127
6073
Turnout Plate
127
7073
Turnout Plate
127
6075
Turnout Plate
127
7075
Turnout Plate
127
6077
Turnout Plate
127
7077
Turnout Plate
127
PLAN No.
6079
Turnout Plate
127
7079
Turnout Plate
127
700 Revise n
Dte 4 (a) referring to Plan No. 953 to refer to Plan No. 820.
6031
Turnout Plate
127
7081
Turnout Plate
127
I^^HI
^
A. R. E. A.
ERRATA AND REVISIONS OF PLANS SINCE LATEST ISSUE
APPENDIX E
PAGE 2
PLAX No.
700-D Delete details of clips "R" and "S", and detail of stop "T" from plan, and add follow-
ing note: "Base plates shall be equipped with stops 2" wide, 1" thick and 4" long
welded to base plate.
PLANS No.
767 Add note: "Wing Wheel Risers shall be fun
768 accordance with Plan No. 600-A".
ished on end frogs when specified
PLANS No.
372 Add note: "Guard Rails not to be extended as shown for angles over 50 deg., unles
777 tracks have a curvature of 6 deg. or more, conforming to Plan No. 700, note 2 (a).*
PLAX No.
773 Delete following note from plan view of end frog: "14 in. for two hole drilling, 17 in.
for three hole drilling," and add in lieu thereof: 6" in. plus one-half length of joint
bar."
PLAN No.
775 Revise on Design "B" the words "See note No. 1" to read "See note above.'
Adopted Marcli, 1935. Revised March, 1937.
PLANS No
983
981
98S
986
Revise throat dimension from 2' 5" plus or
' to read 2^4" plus or 1
PLAN No.
1601
Add to sections RE 130if and RE 11C
"W," with note explaining, "W" me
Delete the word "Proposed" in the :
in first column, Associ<
ling Withdrawn.
Tie column from section RE 112#.
Types, the letter
APPENDtV A
Section 38 Add the following: "Where Cotter Pins are required, there shall be not more than
^' clearance between the cotter and the nut after assembly, unless otherwise
specified."
NOTE:
There are other corrections of minor nature that will be taken care cf when plans
are reprinted, which are believed not necessary to mention on this errata sheet, as
they should not lead to any confusion in the use of these plans.
y
ii^iiaPiMH
^
INSULATED JOINTS INDICATED THUS
, lA->*'
■j 12-3'
i-o"l.h. ^tock rail-type L
39-0"SWITCH POIlt^TS 39-0 SWITCH POINTSS
POINT OF SWITCH
jPTOFFROC
03-3^"^
^60-0-L. H. STOCK RA|IL-TYPE L
I56-0|"LEAD — 12' 3 V
RIGHT HAND TURNOUT- TYPE L
^7-3(-
STOCK RAIL TYPE 3
6oVr H. Stock RAIL- TYPE L-^ '^39-O'R. ' 2e-0-R '^28-0"R._ |^._||i.,
rl3'-ir_- ISe-O^'LEAD _._ -
LEFT HAND TURNOUT -TYPE L
-S-7
60'0'L.h.iTOCK RAIL
POINT OF SWITCH
V,
' 39-0'R "-Sg-O'R ^ . „
-23-7J^^ ^600 L.H. STOCK RAIL-TYPE S
156-0 j "LEAD n?^ "
RIGHT HAND TURNOUT- TYPE S ^''''"
(ALTERNATE)
60-0 R H JTOCK RAIL-TYPE S'
*7-3™~-
156-0^ LEAD
No. 20 TURNOUTS
LEFT HAND TURNOUT -TYPE S
(alternate)
p.- .. 1^13-11^
■^-^23_5^_^^60-0"R.H. STOCK RAIL-TYPE L
jPT OF FROG
\39-0' SWITCH POINTS 39-p'SWITCH POINTS
\ ^ - POINT OF SWITCH
-20-3H -- - •■ .... ~^60'-0'L.H.STOCK F
I4S-0'LEAD-
RIGHT HAND TURNOUT- TYPE L
PT OF FROO
LEFT HAND TURNOUT-TYPE L .^li.
. 600 R.H.STOCKRAL-tYPE S
0'-0"l|i. ^TOCK RAIL-TYPE S_i.
j^PTOF FROG
-POINT OF SWITCH
39-0 R
39-0 R
^60-0"L.H. STOCK RAIL-frYPE S
- 146-0 "LEAD
RIGHT HAND TURNOUT-- TYPE S
("alternate)
No. 18 TURNOUTS
PT OF FROG
60"-0""R.H.STOCK RAIL-TYPE S
-146-0 LEAD
LEFT HAND TURNOUT-TYPE S
(alternate)
NOTE?
Type L TURNOUTS are for general use.
Alternate type S turnouts are for use where limited space
REQUIRES location OF JOINT AHEAD OF SWITCH NEARER TO SWITCH POINT
See Plan i\lo. 127 for details of switch points and stock rails.
See Plan No.920 for additional turnout data.
Insulated joints on this plan are located to conform to a.a.r.
signal SECTION PLANS NO. 1634 A, 1635 A AND 1637 A ISSUED IN MARCH 1934.
A. R. E. A.
LOCATION OF JOINTS
FOR No. 18 and No. 20 TURNOUTS
WITH 39-0 " CURVED SWITCHES
PLAN NO. 128
^ma
^
PLATES No.O, I AND lA
SOLID BASE SLIDE PLATES
Spike Holes "A' m Plates No 0 ohlv.
Spike Holes B'in Plates NoIA i
PLATES No 2.
W^
lfe~|~T"
.1
s
O^ (eozij
BASE OF
-ti-
^
'0 V
rail + '/| J
■—
i : T- : ; 1
SAGE PLATES
_Dl5TANCE^ETWEeN_RA!L_BASES,
DlSTANCE^ETWEEN RAIL BASES
[7026] •&•> j'^
Distance between rail bases
:\\
■«C€,*q^"f^%S^ ../;
>■
\\:
1 — ..^
, Distance between rail bases
^
■' —
__
'k^r^'''^^^ '^° ^^ INSULATED AT CENTER WHEN SPECIFIED PER DETAIL 3003 OR
3004- FOR 7 PLATES, AND DETAIL 4-003 OR 4004 FOR 8"PLATES
Spike Holes "A" required only when plate is located ahead of point.
Spike Holes"B"required only when plate is located on first or second
TIE UNDER point.
When required Gace Plates to have solid or spliced extension to throwing
mechanism per details to be supplied by purchaser.
Details of rail brace seats are for illustration only and apply to
Adjustable Rail Brace shown on Plan No.240. In all cases plates
SHALL BE fabricated TO FIT DESIGN OF RAIL BRACE SELECTED BY PURCHASER .
?(6 FOR HEAVY RAILS
T(6 FOR MEDIUM WT. RAILS
T SLOPE SHOWN ON GAGE
■■- SIDE OF POINTS TO EXTEND
TO END OF SIDE PLANING
'/^'REINFORCING FOR HEAVY RAILS,
AND 3/6 REINFORCING FOR MEDIUM
WEIGHT RAILS , SECURED BY 3/4
RIVETS IN CENTER LINE OF WEB,
EXCEPT HOLES MARKED B , ON
ELEVATION OF SWITCH POINTS,
TO BE FURNISHED WITH BOLTS
I "DIAMETER FOR HEAVY
RAILS , AND Vii' DIAMETER
FOR MEDIUM WEIGHT RAILS,
HEEL PLATES
Ij'FOR HEAVY RAILS.
Ij" FOR MEDIUM WT RAILS
V3 j^'FOR HEAVY RAILS
^-Pl'/^'FOR MEDIUM WT. RAILS
SECTION AND PLANING OF POINT
DETAIL 5000
THIS DETAIL APPLIES TO ALINEMENT PER
DESIGN A FOR CURVED SWITCHES
These spike holes
to engage base of
rail or joint bar
with allowance
where necessary
for switch point
movement -
NOT LESS THAN 2j
D
3
1
/
/
BASE OF ^
RAtL + Vj^
-IV
<0
^D
3
>-\
1
1
1 , *
: ; * n n '^—
Plate No.3R.H.or L.H.
8 plates i 7040 i
7 PLATES I 6040 |
Plate No. 4 R.H.or LH.
8 PLATES
7 PLATES
7049
6049
R.H. Plates same as L.H. Plates
EXCEPT opposite HAND
IJFOR HEAVY RAILS.
li'FOR MEDIUM WT RAILS.
A. R. E. A.
ALTERNATE SECTIOlT^ND PLANING OF POINT \ ^i}
DETAIL 6000
THIS DETAIL APPLIES TO ALINEMENT PER
DESIGN B FOR CURVED SWITCHES
SPLIT SWITCH DETAILS
FOR HEAVY AND MEDIUM WT. RAILS
PLAN NO. 215
I)
j^r^^
INDEX TD DETAIL PLANS |
"S'
°nS~
"S"
"A"
4
608
II
604-5
5
608
12
609
6 1 601-3
14
609
7
601-3
15
610
8
601-3
16
606-7
9
609
18
610
10 1 604-5 1 20
606-7
Seclion H02, Appendix
A. R. E. A.
DATA AND SECTIONS
FOR RAILBOUND
MANGANESE STEEL FROGS
DETAIL OF FLARE AND HEEL RAIL
BEVELED END WING RAIL
LONGITUDINAL SECTION :
PLAN NO. 600
toOi^
m^
601-3
NOTES
1.-DETAIL OF JOINT BARS-Purchaser shall in all cases
supply detail of joint bars, especially as to size and
ocalion of holes required in rail ends and as to size and
location of spike notches, if any, for tie plate punching
2.-LENGTHS OF FROGS-Lengths shown have been
specifically designed for 131 lb. R.E. and 112 lb. R E
rails with 6 hole, tocless joint bar 36" long, with drill-
ing reading from end of rail 2H' x il'i' x 6' i" and
for uniform lie spacing 19H'-
3.-ALTERNATELENGTHS-
(a) Modified lengths may be specified for uniform
tie spacing in multiples of 9?4 ' . If shorter lengths
are desired, those recommended for 131 lb. R. E.
and 112 lb. R.E. rails with 4 hole toeless joint bar,
and for medium weight rails, where details of
joint bars permit, are as follows:
No. 6 No. 7 No. 8
Frog
Frog
Ffog
Toe Length
3'-10'
6'-2'
6'-2'
Heel Length.
6'-10'
7'-7H'
8'-5H'
Overall Length
10-- 8'
13'.9M'
W-7H-
(6'-2' Toe Length specified for Nos. 7 and 8 rigid
frogs, to interchange rigid and spring frogs.)
(b) For lengths of medium weight rail frogs with tie
spacing not uniform throughout, see Plans No
258, 259 and 260.
PLATES— Tie plates shall be furnished only when
specifically called (or. The use of tie plates on all ties
is recommended, in accordance with detail shown on
Plan No. 326.
5.-PLAN REFERENCES-For further details, see follow-
ing plans:
Plan No, 600 for Sections and other Data.
Plan No. 600-A for Wing Wheel Risers, when specified.
Plan No. 600-B for Detail of Frog Point.
6.-SPEClFICAT10NS-See Appendix "A."
Bolt sizes and details shall be per Section 1402, Ap-
pendix "A."
A. R. E. A.
No. 6, No. 7 AND No. 8
RAIL BOUND
MANGANESE STEEL FROGS
FOR HEAVY AND MEDIUM
WEIGHT RAILS
PLAN NO. 601-3
AMoplcd .March. 1920
Revi<ed March, 1925; March, 1929; .March, 1933, March, 1934tMart
604-5
-22- - - -1— 10* —
NO. 10 RAIL BOUND MANGANESE STEEL FROG — DETAIL NO. 604
ANGLE 5°-43'-29"
is-si^
See Plan No. 273 tor
Tie Layout
NO. 11 RAIL BOUND MANGANESE STEEL FROG -
ANGLE 5". 12'- 18*
NOTES
DETAIL NO. 605
1. -DETAIL OF JOINT BARS-Purchaser shall in all cases supply detail of
joint bars, especially as to size and location of holes required in rail ends
and as to sjze and location of spike notches, if any, for tie plate punching.
2.— LENGTHS OF FROGS— Lengths shown have been specifically designed
for 1311b. RE. and 112 lb. R.E. rails with 6 hole, toeless joint bar 36" long,
with drilling reading from end of rail 2.I2" i^.i^" xB;^', and for uniform
tie spacing 191/.
3.-ALTERNATE LENGTHS-
(a) Modified lengths may be specified for uniform lie spacing in multiples
of 9^4'. If shorter lengths are desired, those recommended for 131 lb.
RE. and 112 lb. RE. rails with 4 hole toeless joint bar, and for medium
weight rails where details of joint bars permit, are as follows:
No. 10 Frog No. 11 Frog
Toe Length 6'-2' 6'-2"
Heel Length lO'-l' WAO'A'
Overall Length 16'-3" 17'-0j.^"
(b) For lengths of medium weight rail frogs with tie spacing not uniforr.>
throughout, see Plans No. 262 and 263.
4.— PLATES— Tie plates shall be furnished only when specifically called for.
The use of tie plates on all ties is recommended, in accordance with detail
shown on Plan No. 326.
5.-PLAN REFERENCES— For further details, see following plans:
Plan No. 600 tor Sections and other Data.
Plan No. eOO-A for Wing Wheel Risers, when specified.
Plan No. 600-B for Detail of Frog Point.
6.-SPECIFICATI0NS-See Appendix "A".
Bolt sizes and details sliall be per Section 1402, Appendix "A".
A. R.E. A.
No. 10 AND No. 11 RAIL BOUND
MANGANESE STEEL FROGS
FOR HEAVY AND MEDIUM WEIGHT RAILS
PLAN NO. 604-5
Adopted Marcli, 1920 Revised March, 192S; March, 1929; March. 1934, .Martli, 19
G06-7
- 22 - - ~ 20j
30- lot
- 24' H 21^-^ -j
Sm PUn No. »2
1.-DETA1L OF JOINT BARS- Purchaser shall m all cases
supply detail of joinl bars, especially as to size and
location of holes required in rail ends and as (o sue and
loc3t«n of spike notches, if any, for tie plate punching.
2.— IXHGTHS OF FROGS- Lengths shown have been
spedfically designed for 131 lb RE and 112 lb. R E.
rais with 6 hole, toeless joint bar 36' long, with dnll-
inf reading from end of rail 2' / % 6' _/ x 6' _•'. and
for uttflorm tte spacing 19'^'.
3.-ALTERNATE LENGTHS-
(a) Modified lengths may be specified for uniform
tie spaang in multiples of 9^4*. If shorter lengths
are destreJ. those recommended for 131 lb. R. £,
and 112 lb. RE. rails with 4 hole toeless joinl bar,
and for medium weight rails where details of
4.-ALTERNATE OEStGNS-
(aj Design A-1, per Plans No^83 and 292.
5._PLATES-Tie plates shall be fumisried only when
specifically called for. The use of tie plates on all lies
is recommended, in accordance >\ith detail shown on
Plan No 326.
6.-PLAN REFERENC£S-For ftitther details, see follow-
ing plans:
Plan No. 600 for Sections and other Data.
Plan No. 600-A for Wing Wheel Risers, when specified.
jotnt bars pefmit.
ToeLeoitii
HedLoieth
re as follows
No 16 Froj
15-9-
No 20 Frog
U-Oi./
19- 0'
7.-SPECIFICftTI0NS^ See Appendix "A/
Bolt sizes and details stiall be per Sect
pendu "A."
OmallUntHi
24--<',-
}»■{>< 2
A. R. E. A.
No. 16 AND No. 20 RAIL BOUND
MANGANESE STEEL FROGS
FOR HEAVY AND MEDIUM
WEIGHT RAILS
PLAN NO. 606-7
608
5''3i"
-DETAIL OF JOINT BARS-Pufchase( shall in all cases
supply detail of jomi bars, especially as to size and
location ot holes required in rail ends and as to size and
location ot spike notches, if any, for tie plate punching.
-LENGTHS OF FROGS-Lengths shown have been
specifically designed for 131 lb, RE, and 112 Iti R,E
tails with 6 hole, toeless joinl bar 36' long, with drill-
ing reading from end of rail 2' 2 x 6' 2' » 6' .''. and
for uniform tie spacing 19,' 2'-
-ALTERNATE LENGTHS-
(a) Modified lengths may be specified for unifoim
tie spacing in multiples of 9^4'. If shorter lengths
are desired, those recommended for 131 lb. R. E.
and 112 lb RE tails with 4 hole toeless joint bar,
and fot medium weight rails where details ot
joint bars permit, ate as follows:
No. 4 Frog
Toe Lengtii 2'-llh'
Heel Lengtii 4'- S'-s"
Overall Lengtii 7'- V
No. 5 Frog
3--10'
6'- I'
10--0-
(t)) For lengtfis of medium weight rail frogs with tie
spacing not uniform throughout, see Plans No.
256 and 257.
4.— PLATES— Tie plates shall be furnished only when
specifically called for The use of tie plates on all ties
is recommended, m accordance with detail shown on
Plan No 326
5.-PLAN REFERENCES-For further details, see follow-
ing plans:
Plan No 600 for Sections and other Data.
Plan No 600 A tor Wing Wheel Risers, when specified.
Plan No, 600 B for Detail of Frog Point.
6.-SPECIFICATI0NS-See Appendix "A."
Bolt sizes and details shall be per Section 1402, Ap-
pendix "A,"
A. R. E. A.
No. 4 AND No. 5 RAIL BOUND
MANGANESE STEEL FROGS
FOR HEAVY AND MEDIUM
WEIGHT RAILS
PLAN NO. 608
Information March, 1921 Revised March. 192S; March, 192K; March, 1929; Mar^h. I934 .\iarcli.
"^vf
609
NOTES
1.-DETAIL OF JOINT BARS Putchaser shall m a
supply detail of |omt bats, especially i
2.-LENGTHS OF FROGS-Lengths shown have been
specifically designed (or 131 lb. R E and 112 lb R E
rails with 6 hole, loeless loint bar 36" long, with drill-
ing readmg from end of rail 2' _■' t 6' / ^ 6' _■", and
for unitorm tie spacing 19' .".
3. -ALTERNATE LENGTHS-
(a) Modilied lengths may be specified for uniform
tie spacing in multiples ofS'i". If sfiorter lengths
are desired, those recommended for 131 lb R E
and 112 lb. RE. rails with 4 hole toeless joint bar.
anii for medium weight rails where details of
lOint bars permit, are as follows:
No. 9 No. 12
No. H
Frog frog
Frog
Toe Length
6-.2- 7-0-
7-.9I .-
Heel Lenglh
9' -3- U--81 /
W V .
Overall Length
15--5- 18--8'.-
21'-ll-
No. 14 RAIL BOUND MANGANESE STEEL FROG
(b) For lengtlis of medium weight rail frogs with tie
spacing not uniform throughout, see Plans No.
261, 26J and 265
-PLATES- Tie plates shall he furnished only when
specifically called for. The use of tie plates on all ties
is recommended, in accordance with detail shown on
Plan No 326.
-PLAN REFERENCES-For further details, see follow-
ing plans:
Plan No. 600 for Sections and other Data
Plan No. 600A lor Wing Wheel Risers, when specified.
Plan No 600-B for Detail of Frog Point.
6.— SPECIFICATIONS-See Appendii "A."
Bolt sizes and details shall be per Section 1402. Ap
pendtx "A."
A. R. E. A.
No. 9, No. 12 AND No. 14 RAIL BOUND
MANGANESE STEEL FROGS
FOR HEAVY AND MEDIUM WEIGHT RAILS
PLAN NO. 609
. 1913: March, 1934t
610
H4-Mi;^
No. 15 RAIL BOUND MANGANESE STEEL FROG
ANGLE 3°- 49'- 06'
No. 18 RAIL BOUND MANGANESE STEEL FROG— DESIGN
ANCLE 3'- 10'- 56*
l._OETAIL OF JOINT BARS-Purchaser shall in al| cases
sanily detail of joint bars, especially as to size and
locaboc of Mes requited in rail ends and as to size and
locatni of spike notches, if any. for tie plate puncliing.
2.-L£IIGTHS OF FROGS-Lcngths shown have been
spedbattr designed lor 131 lb. RE. and 112 lb. R.E.
(ais cith 6 hole, todes joint bar 36' long, with drill-
■( readng from end of rail 21'i' x 6H' t ^H'. and
iec nifonii tie spacing K>A'.
3.-ALTEBRATE LEKGTHS-
(a) Modifieil lengths may be specified for uniform
tie spacing in muttples of 9^4*. If shorter lengths
are desired, those recommended for 131 lb. R. E.
and 112 lb. RE. rails with 4 hole toeless joint bar,
and lor medium weight rails where details of
joint bars permit, are as follows:
No. 15 Frog No. 18 Frog
ToeLengUi «TA' Wl'A'
HedLeHlk H'-UH' IT-i'A'
Oman Lengdi . 23'- T ITT
(b) For Iengt^s of medium weight rail frogs with tie
spacing not uniform throughout, see Plans No.
26« and 268.
4.-AlTERNATE designs FOR No. 18 FROGS-
(a) Design A. 1, per Han NO- 291.
5.— PLATES— Tie plates shall be furnished only when
specifically called for. The use of lie plates on all ties
is recommended, in accordance with detail shown on
Plan No. 326.
6,-PLAN REFERENCES-lor further details, see follow-
ing plans:
Plan No. 600 for Sections and other Data.
Plan No, 600.A for Wing Wheel Risers, when specified.
Plan No. 600-8 lor Detail of Frog Point.
7.-SPECIFICATI0NS-See Appendix "A.'
Bolt sizes and details shall be per Section 1402 Ap-
pendix "A."
A. R. E. A.
No. 15 AND No. 18 RAIL BOUND
MANGANESE STEEL FROGS
FOR HEAVY AND MEDIUM WEIGHT RAILS
PLAN NO. 61 C
jttevwc x>rtk. is<a
KcTucd )i»di. 19J3; March. 1934 Match,
Track 479
It further appeared that this condition was prevalent in most castings regardless of
their source, so that the subject seemed to be one of design rather than of foundry
practice.
A Special Committee composed of representatives of all special trackwork manu-
lacturers who operate manganese steel foundries was given the assignment with in-
structions to bring in its recommendations. This Committee invited all manufacturers
to offer suggestions and various means were proposed for improving castings. There
was practical agreement that the heavy masses of metal and abrupt changes in section
i . the vicinity of bolt holes were contributing factors in the failures reported and in
castings examined; also that the probabilities of internal defects are increased by the
present bolt shrouds which create these masses of metal; and further that the condition
is W'Orse on the higher rail sections because of the greater thickness of metal over the
bolt holes.
The practices of different foundries are varied and, as was to be expected, there
were differences in the means suggested for minimizing or overcoming the conditions
disclosed by the study. After the suggestions were thoroughly discussed it was decided
to further carry on the study by making test castings along the lines of the various
suggestions. Patterns for the test castings were built for 131-lb. RE rail, which presents
the most extreme condition of any AREA standard section. The test castings may be
divided mto four basic groups as follows:
Group A
Consisting of Standard AREA castings with shrouded bolt holes.
Group B
Consisting of castings having vertical cross-ribs placed at 90 deg. to the side walls,
the same being entirely disconnected from the underside of the flangeway floors or tread
portion of the casting.
Group C
Consisting of castings made with "S" shaped cross-ribs which were cut away from
the underside of the head with the exception of two small bearing areas to form support.
Group D
Consisting of special designs, some of which involved only slight modification of
details in the other three groups.
A total of twenty-seven test castings were made under conditions as nearly normal
as possible in the various foundries. The castings were subjected to X-ray examination
to determine if possible the locations of internal defects. This work was done by experts,
but was somewhat limited in scope, as it was found to be impracticable to examine the
side wearing pieces or manganese wings opposite the frog points. Furthermore, the
method of interpreting X-ray photographs requires more experience than could be rea-
sonably expected of those unfamiliar with this method of exploration. The result is that
the X-ray photographs and reports were of little value to the Committee except as they
served the X-ray experts in marking various castings for sectional cutting.
The castings were subsequently cut longitudinally and then ground for photograph-
ing and examination. This cutting was done with an oxyacetylene torch, and any who
avail themselves of the opportunity of examining cither the castings themselves or the
photographs should keep in mind that in some places the cutting torch burned too deeply
to permit grinding smooth, and thus has left an appearance of an internal defect where
none really existed; also that some interior defects are purely accidental and in no way
due to the design of the castings.
The X-ray reports on the castings are available to all, but for the purpose of this
report it does not seem necessary to include them. The test castings are being held by
the Bethlehem Steel Company at Steelton, Pa., for examination by any who are suffi-
ciently interested to go there to see them. The accompanying photographs of the cast-
ings after cutting, very nicely serve the requirements of this report. An examination of
these and the castings themselves leads to the following brief general statements relative
to the condition prevailing by groups.
480 Track
Group A. Castings A-3, A-13, A-23 and D-14
Gas pockets or shrinkage cavities over nearly all bolt holes. Attention is particularly
directed to castings A-3 and D-14. In A-3 the bolt shrouding was purposely made
much thicker than usual to bring out the effect of concentration of heavy masses of
metal; the shrinkage cavities in this casting are more pronounced than in any other
casting examined. In D-14 two bolt holes were formed by "chamber cores" which
extended upward to cut away the shrouding under the head.
Group B. Castings B-1, B-11, B-21, B-31, B-41, B-Sl, B-61, B-71 and B-81
The results obtained in this group are very good, defects being what might be
termed foundry accidents to which design did not contribute in any way.
Group C. Castings C-2, C-12, C-22, C-32, C-42, C-52, C-62, C-72, C-82 and D-24
The castings in this group show better results than those in Group A, and compare
favorably with those in Group B; however, cutting of a cross-section through the por-
tion attached to the underside of the head disclosed shrinkage in that location.
Group D
Since these are all somewhat special, a description of each is given to indicate the
special features:
Casting D-4 had no bolt shrouds or cross-ribs between the side walls but the
latter, as well as the flangeway floors, were made thicker than present standards. Also
the openings for the bolts extended to the bottom of the walls, except in the heel
extensions.
Castings D-34 and D-44 had cross-ribs similar to Group C, except that they were
completely detached from the underside of the tread portion and floors. These castings
also had side coring to reduce the mass of metal in the tread portion opposite the
running point.
Casting D-S4 had cross-ribs similar to Group B except that they were horizontal
instead of vertical. This casting was also side cored similar to castings D-34 and D-44.
The results in the castings in this group were quite comparable to those in other
groups where the castings were similar.
A large proportion of castings in all groups showed evidence of a structural weak-
ness at the junction of the heel extension and the main casting as well as a minimum of
sound metal in the tread portion of the heel extension. While this was not a primary
reason for originating this subject, the Committee felt that some study should be given
to design of this portion of the casting to see if this condition could be bettered.
Bolt Shrouds
One of the fundamental principles of good foundry practice is that as far as pos-
sible, thickness of metal should be the same with no abrupt change at any point.
Concentrated masses of metal tend to set up shrinkage strains and anything that can be
done to minimize these will tend to produce sounder castings. In manganese insert cast-
ings for frogs, the abrupt changes in section occur in the manganese wings and more
particularly in present standards over the bolt holes where the bolt shrouds prevent easy
removal of the metal. It will be recalled that the heavier shrouds in castings A-3
greatly increased the amount of the shrinkage.
After consulting practical foundrymen and examining the test castings and the photo-
graphs, the Committee concluded that subject to limitations of height of rail much
good could be accomplished by eliminating the present bolt shrouds. On castings made
for the lower rail sections the bolt holes are much closer to the underside of head and
the shrouds do not produce the heavy sections of metal. It cannot be said that this
condition ceases to prevail at any clearcut dividing point. Any change recommended
involves considerable pattern expense, and since fewer rails are used each year in the
lighter sections, the Committee feels that bolt shrouds should be eliminated only for rails
55^ in. or more in height.
Cross-Ribs
From the standpoint of strength in service, it does not appear that cross-ribs are
necessary. There is no tendency for insert castings to collapse under load and the
through bolts are sufficient to prevent any spreading. Cross-ribs have some advantage
in the foundr>- in preventing distortion.
I
Track 481
Horizontal cross-ribs have the tendency to crack at the end fillets as the metal
shrinks in cooling. They also add some difficulty in case bending of side walls should
be necessary in straightening. These conditions are considerably bettered by use of
"S" shaped cross-ribs which are recommended.
Support Under Head
Considerable study was made of the matter of support under the tread surfaces,
particularly in the region of the frog point. The Committee is unanimous in beheving
that as far as soundness is concerned the castings should have no attachment to the
underside of the head. The matter of attaching the cross-ribs, as in test castings of
Group C or of omitting such attachments as in castings of Group B and D is then
clearly a question of sufficient strength to support the wheel loads. One manufacturer
reported that for several years he has followed the practice of no connection and that
such frogs have given satisfactory service under heavy traffic. Another manufacturer has
followed the practice on crossing castings where the span between side walls is two or
three times that of insert frog castings. Furthermore, AREA standard Solid Manganese
Frogs have greater spans between side walls than insert castings and midway between
cross-ribs spaced about 18 in. there is no reason to expect the top to receive any appre-
ciable strength from Hhe ribs. Such castings have given satisfactory service for many
years. It will also be noted that in castings of Group C shrinkage was disclosed when
sections were cut through the attachment portions. The Committee feels that the attach-
ment is unnecessary from a strength standpoint, and undesirable from the standpoint of
soundness, and therefore recommended that between the side walls no supporting device
be used that will come in contact with the underside of the head.
Spacing of Cross-Ribs
Since the cross-ribs are to function largely to prevent distortion in the foundry, it is
recommended that they be placed approximately every second bolt spacing and that
they occur between bolt holes. The exact spacing for a given frog can only be
determined from the layout.
Side Coring Manganese Wings
As previously stated, castings D-34, D-44, and D-S4 had the manganese wings
side cored to reduce the mass of metal in the tread sections opposite the points. This
adds to the difficulty of molding and as other test castings without bolt shrouds appeared
to be sound in this portion, the recommendation for use of these side cores does not
seem advisable at this time.
Heel Extension
Mention was previously made in this report of the evidences of structural weakness
in the heel extension of a large proportion of the test castings. It will also be observed
that for no apparently good reason sand is pocketed at various places in the castings.
There is strong suspicion that the present design of the heel extension is responsible for
both of these conditions. The side walls of this heel extension are so close together that
it is difficult to arrange special coring, and no matter what expedients are resorted to
the cores are extremely thin at the top and are prone to wash away; leaving heavy
sections of metal in the heel extension ; and what is perhaps even more detrimental, the
sand which washes away goes to other parts of the casting, causing the delects noted.
To improve these conditions the Committee has considered an I-beam cross-section in
place of the conventional U section and recommends further study of this or other
sections conducive to sounder metal in the heel extension.
482 Track
Conclusion
The Committee recommends:
1. That bolt shrouds be eliminated in frog castings for rails S^'^-in. or more in
height.
2. That cross-ribs between the side walls be "S" shaped.
3. That no supporting device be used between the side walls that will come in
contact with the underside of the head.
4. That cross-ribs be placed approximately every second bolt spacing and occur
between bolt holes.
5. That further study be made of the cross-section of the heel extension.
Standardization Committek Manganese Track Society,
C. A. Alden, Bethlehem Steel Co.
O. W. Anderson, American Manganese Steel Co.
A. F. Huber, Ramapo Ajax Corporation
W. G. Hulbert, Taylor-Wharton Iron & Steel Co.
C. A. Johnson, Pettibone-MuUiken Co.
G. A. Peabody, Cleveland Frgg & Crossing Co.
W. Perdue, Ramapo-Ajax Corporation
O. C. Rehfuss, Canadian Steel Foundries Co.
H. C. Stiff, Carnegie-Illinois Steel Co.
J. B. Strong, Ramapo Ajax Corporation
L. E. Weidman, Frog & Switch Mfg. Co.
H. N. West (Chairman), Weir-Kilby Corp.
After consideration of the above report your Committee recommends the following
for castings for railbound frogs for rails 6 in. or more in height:
1. That bolt shrouds be eliminated from frog castings.
2. That cross-ribs between the side walls be "S" shaped.
3. That the above cross-ribs be attached to the side walls only.
4. That cross-ribs be placed approximately every second bolt spacing and occur
between bolt holes.
5. That the I-beam design be substituted for the inverted "U" design in the heel
extension.
In view of the above recommendations and to provide for desirable changes in
other details, these plans have been revised as follows:
1. To incorporate the features of design of the castings recommended by your
Committee above.
2. Design "B" frogs have been removed from Plans 606-7 and 610, because they
are little used.
3. By extending the wing rails and fillers to include one more through bolt on
Frogs No. 14, No. IS, No. 16 and No. 18 and extending the wing rails and filler of
No. 20 frogs to provide for two additional bolts.
4. By adding cast iron heel blocks to provide better support for the heel rails.
The heel blocks will also function as foot-guards where such protection is required or
considered necessary.
5. By changing Sections X-X and Y-Y on Plan 600 to indicate ramped and
chamfered ihanganese wings.
Track
48,^
c
m.
¥09:
A-3 A-13 A-2:
Views of Longitudinal Bisected Castings
484
Track
M
W
B-1 B-11 B-21
Views op Longitudinal Bisected Castings
B-31
Track
485
W-
B-41 B-Sl
Views of Longitudinal Bisected Castings
B-61
486
Track
mm
ii-^l B-81 C-72
Views of Longitudinal Bisected Castings
C-S2
Track
487
C-2 C-12 C-22
Views or Longitudinal Bisected Castings
C-32
488
Track
C-42 C-52 C-62
Views of Longitudinal Bisected Castings
Track
48Q
D-4 D-14 D-24
Views of Longitudinal Bisected Castings
490
Track
D-34 D-44 D-54
Views of Longitudinal Bisected Castings
Track
491
Views or Transverse Sections Near Frog Points
OF Bisected Castings
492
Track
Views of Transverse Sections Near Frog Points
OF Bisected Castings
Track 493
Appendix B
(2) FASTENINGS FOR CONTINUOUS WELDING OF RAIL
G. M. Magee, Chairman, Sub-Committee; Lem Adams, C. W. Baldridge, W. H. B. Bevan,
F. J. Bishop, H. F. Fifield, F. W. Gardiner, F. S. Hales, N. M. Hench, E. T. How-
son, W. A. Murray, J. B. Myers, John A. Reed, E. M. T. Ryder, G. J. Slibeck,
C. R. Strattman, J. R. Watt.
The work of the Sub-Committee on this assignment for last year included an in-
spection trip over the welded track of the Delaware and Hudson Railway, which was
fully described in the report, page 470 of the Proceedings, Vol. 37. This year the Sub-
Committee presents some fundamental considerations with respect to what reactions may
be expected to result from the continuous welding of rail with particular reference to the
type of track fastenings required.
The change in length of rail may be approximated at .0000065 of its length per
degree Fahr. change of temperature, providing the rail is free to move without restraint.
The extent to which rail does not change its length in accordance with temperature
change depends upon the extent which restraining forces in track tend to prevent
movement of the rail.
In ordinary track construction with cut spike rail fastenings and comparatively
short length rail, the principal restraint to change in rail length accompanying tempera-
ture change is due to the joint bar restraint. The restraint from the rail anchors and
the frictional restraint from tie plates and spikes may be safely neglected as having any
restraining effect on rail expansion in the length of a 39-ft. rail. This of course does
not mean that rail anchors are ineffective towards retarding rail creepage.
With long welded rail and with rigid type fastenings, by which the rail is prevented
from moving through the tie plate, sufficient restraining forces are set up to prevent any
rail temperature movement except at the ends of the rail. This seeming phenomena is
readily understandable from known principles of mechanics.
For any temperature change (M) the free change in rail length (AZ,) per unit of
length is given by the following equation
AL = .0000065 X^t (1)
If external compressive or tensile forces are applied to a rail in a direction parallel to its
length, the change in length of the rail (AZ,') per unit of its length is given by the
ordinary stress — strain relation
stress
■ . • = modulus of elasticity
or
AL' = (2)
30,000,000
where s is the unit stress equal to the total compressive or tensile force per unit of rail
cross-sectional area.
In order for the restraining forces in track to completely restrain rail movement with
temperature change, the expected change in rail length (AZ,)' in equation (1) must be
offset by an equivalent change in length (AZ,') , but oppositely directed, resulting from
the restraining force as given in equation 2. This would require that
.0000065 A t = .
30,000,000
For an 1 deg. temperature change
5=30,000,000 X 1° X .0000065 z= 195. lb. per sq. in.
A
494 Track
This represents the internal temperature stress developed in the rail by the restraining
forces which incidentally would be an added burden to the rail bending stresses produced
by wheel loadings.
Assuming the continuous rail is laid and fastened somewhere near a mean rail
temperature, the maximum temperature departure from this mean would ordinarily not
exceed 75 deg. A maximum rail temperature stress, either compressive or tensile, of at
least
75° X 195.0 or approximately 15,000 lb. per sq. in. should be anticipated.
The rail temperature stress variation would exceed this value depending upon the
extent to which the rail laying temperature varied from the mean. For example, if
continuous rail should be laid and fastened at a rail temperature of 140 deg., then at
10 deg. below zero in winter a temperature tensile stress of approximately 30,000 lb.
per sq. in. would be developed. This is a very considerable stress to be added to the
rail bending stresses.
In order therefore to completely restrain rail of 131-RE section, with cross-sectional
area of 12.86 sq. in., against temperature expansion (or contraction) a restraining force
of 12.86 X 195 X temperature change in degrees Fahr. is required. For a maximum
temperature change of 75 deg. from the laying temperature this would require a total
restraining force of 188,000-lb.
The manner in which the rail fastenings may exert so tremendous a restraining force
may be readily understood by comparison with the action on a rope being pulled upon
by two groups of men in a tug-of-war. Supposing each man exerts a pulling force of
50 lb., and there are ten men in each group, then the rope between the two groups of
men will be subject to a force which is equal to the sum of the forces which the men
in either group are able to apply, or in this instance, 500 lb. Similarly on a long
stretch of continuously welded rail, the joint bars at each end exert a restraining force to
prevent rail movement and each succeeding tie exerts its restraining force until the sum
total of those forces is sufficient to fully restrain the rail. In the example referred to
above for 131-lb. RE rail this would require a force of 188,000 lb. The same condition
would exist at either end of the welded rail. That portion of the rail between these
two points at which the full restraining force is developed, would be subject throughout
to a uniform force of equal amount and the intermediate ties within this distance would
not be required to exert any restraining force except in the event of a rail failure or sun-
kink. The accompanying sketch (Fig. 1 and 2) illustrates the manner in which the joint
and tie forces can act to restrain the rail.
In Fig. 1, the forces of the joint bars (/) and ties (T) which prevent rail tempera-
ture movement are Dlustrated and in Fig. 2 is given a force diagram showing the manner
in which the joint and tie restraints build up to the total force required to fully restrain
the rail. Between points B and C it is apparent there will be no movement of the rail.
The end of the rail at A (and also at D) will move in accordance with the amount by
which the joint and tie restraints are inadequate to develop the required restraining
force (F) up to the rail end. The amount of movement is equal to the strain that
NT
would be produced on the length of rail (L) by the average force — ~ acting upon it.
For practical considerations the tie spacing and tie restraints may be considered as
uniform throughout. The amount of rail end movement is therefore equal to
ML (3)
2AE
Track
495
using the nomenclature shown in Fig. 2 and since the number of ties (N) required to
produce full restraint equals the full restraining force required (F) less the joint restraint
(/) divided by the average restraint per tie (T), or ,
T
and the length (L) equals the number of ties required to produce full restraint (in
conjunction with the joint restraint) times the average tie spacing or
L = NS
then by substitution of these values in equation (3) the rail end movement may be
expressed in more convenient form, as:
(F — J) ^ T
X
2AE
. . (F — J)S (F — jy-s
X -^^ — or-i ' —
T 2TAE
.(4)
In the above equation the force (F) may be readily calculated from the temperature
change. The joint bar restraint (7) and tie restraint {T) must be determined by
experiment.
F/C. I- SKETCH ILLUSTRATING JOINT AND TIE RESTRAINTS ON
CONTINUOUSLY WELDED RAIL
(directions of joint and tie restraints are indicated as resisting
RAIL movement DUE TO DROP IN RAIL TEMPERATURE — DIRECTIONS WOULD
BE OPPOSITE FOR AN INCREASE IN RAIL TEMPERATURE)
,'AREAS OF UNBALANCED FORCES RESULTING IN RAIL END MOVEMENT-'^
NO RAIL MOVEMENT
4-
f/C. 2 - FORCE DIAGRAM OF JOINT AND TIE RESTRAINTS
NOMENCLATURE:
F = TOTAL FORCE IN LBS REQUIRED TO FULLY RESTRAIN RAIL AGAINST ANY RAIL MOVEMENT DUE TO
TEMPERATURE VARIATION FROM THE RAIL TEMPERATURE AT LAYING
J = JOINT RESTRAINT IN LBS. OR RESISTANCE TO THE RAIL SLIPPING WITHIN THE JOINT BARS
T = AVERAGE TIE RESISTANCE IN LBS. PER TIE PER RAIL
N ' NUMBER OF TIES REQUIRED TO PRODUCE FULL RESTRAINT IN CONJUNCTION WITH THE JOINT RESTRAINT
E = MODULUS OF ELASTICITY OF RAIL STEEL
A = AREA OF RAIL CROSS SECTION IN SQ.INS.
L - LENGTH OF RAIL IN INCHES WHICH SHOWS MOVEMENT
S ' AVERAGE TIE SPACING IN INCHES
OAIL END MOVEMENT AT A (OR D) =
(F-jfS
PTAC
fiNCHES}- (3)
(INCHES)-.. (4)
OR SINCE N
F-J
Joint restraint is primarily due to the factional resistance of the rail to slippage
within the joint bars. This resistance is approximately proportional to the bolt tension
and reasonably constant throughout the range of rail end movement permitted by the
clearance between the bolt diameter and rail drilling. When the rails come to a solid
bearing against the bolts in winter or to a solid bearing against abutting rail ends in
summer, the joint restraint may be expected to be increased above the frictional
resistance due only to bolt tension.
496 Track
In Germany extensive tests have been made to determine the amount of tie restrain-
ing forces for the GEO form of track construction. These are described in an article
entitled "Latest Investigations in Regard to the Effect which the Longitudinal Forces
Exert on the Rails" by Dr. Ing. Ammann. In these tests a panel of track was placed in
crushed rock ballast. A concrete buttress was constructed at one end of the panel of
track. Between the two rail ends and the buttress two hydraulic rams were used to
produce longitudinal movement of the rails. It is interesting to note that in these
experiments the panel of track moved as a unit in the ballast and the rail did not slip
through the fastenings. The determining point of tie restraint for this construction was
therefore the resistance of the tie to movement within the ballast rather than the
resistance of the rail to slipping within the tie plate.
Observation of the ties at the ends of the long welded rails on the D.&H. Co. with
M.&L. type construction and on the long welded rail on the B.&L.E. R.R. with GEO,
confirms this experiment. On both of these installations with changes in temperature,
the rail shows end movement unaccompanied by any visible indication that the rail
itself has slipped within the tie plate fastenings. This indicates that the ties move with
the rail, the ballast between the ties moving with them. Dr. Ammann's investigations
showed a tie resistance in the ballast of 881-lb. per running meter of rail, which would
indicate a tie restraint (T) of 500 lb. per tie per rail for ties spaced on 22 inch centers.
In the event of a rail failure with long welded rail held by rigid fastenings, the
fastenings of the ties to the opposite unbroken rail would combine with the resistance of
the ballast to movement of the ties, and some slippage of each end of the unbroken rail
through the fastenings may be expected. The amount of this slippage would depend
upon the holding power of the fastening.
The tie restraint may be expected to be larger during freezing weather and to vary
with the size of ties and type of ballast used. Valuable information on tie restraint is
being determined by the Committee on Stresses in Railroad Track. The following state-
ment has been furnished by Dr. A. N. Talbot, Chairman, with reference to tie and joint
restraint:
"In the tests on the stretch of welded rail of the Bessemer and Lake Erie Rail-
road near Pittsburgh, Pennsylvania, made last summer by the staff of the Track
Stress Investigation, it was found that the longitudinal restraint in the end portions
of the welded stretch (anchorage given by ties and ballast) developed between rail
temperatures of S3 deg. and Hi deg. Fahr. averaged as much as 700 lb. per tie per
rail, making a total tie restraint of about 80,000 lb. per rail. The lower temperature
named occurred in the early morning and the higher temperature in mid-afternoon,
though not on the same day. This tie anchorage was found in addition to the force
transmitted through the joints at the two ends of this welded stretch from the track
beyond, which amounted to about SOOO lb. per sq. in. of section of the 131 -lb. rail
As the laying temperature of this track is reported to have been 63 deg., the greater
part of this reported anchorage is for compression forces. How much more restrain-
ing or anchoring force would be developed by these ties at a higher rail temperature
is not known nor is it known what tie anchorage is available at this location for a
change of temperature from 63 deg. down to a very low temperature, but it seems
probable that with a greater change of temperature than 60 deg. a still greater
tie anchorage will be developable."
In order that there may be no misunderstanding, attention is directed that the tie
anchorage referred to in the preceding statement is the measured resistance to rail
movement in both directions; i.e., it is the sum of the resistance to rail contraction at
S3 deg. and expansion at 113 deg. The tie restraint (T) as referred to elsewhere in
this report is the resistance the tie affords to rail movement in one direction only.
Assuming the tie resistance to rail contraction and expansion were equal, then the total
tie anchorage between summer and winter would be represented by 2 T.
Track
497
The following tabulation has been prepared to show the maximum amount of end
movement of the rail that should be antipicated for various assumed values of joint and
tie restraint, for 131-lb. RE rail with tie spacing of 22 inches, and with a maximum
temperature variation of 75 deg. from the mean. The end movements shown are the
anticipated movements from the rail end position at a mean temperature and should be
doubled as in the last column to obtain the maximum rail end movement for a tem-
perature variation of 150 deg. The force (F) required to completely restrain the rail
against temperature movement would be 188,000 lb. The rail end movement is given
by formula (4) previously developed.
Assumed Maximum Rail End
Joint Tie (F — J)'S Movement From
Restraint Restraint (F — J) 2TAE Mean Extremes
lb. lb. lb. in.-lb. in. in.
0 250 188,000 1000 4.00 8.00
500 188,000 1000 2.00 4.00
1000 188,000 1000 1.00 2.00
25,000 250 163 000 757 3.0.-5 6.06
500 163,000 757 1.51 3.03
1000 163,000 757 0.75 1.51
50,000 250 138,000 543 2.17 4.34
500 138,000 543 1.08 2.17
1000 138,000 543 0.54 1.08
75,000 250 113,000 364 1.4S 2.90
500 113,000 364 0.73 1.45
1000 113,000 364 0.36 0.73
100,000 250 88,000 221 0.88 1.76
500 88,000 221 0.44 0.88
1000 88,000 221 0.22 0.44
.^ -^
'-rr u u u u u u u u u u u u u ;_i p ^u 1 1 u u .u ^^-i JJ '
^r, *r, ^0 ^^ -^5- — » —5 —T, *-r, --rr, r.^ J-/^ '•/-► ^r— v-r n^ r,— ^-» r.— ir^
.SJtehh ///ils^rofin<i Jo/h/- ane^ Ti'a /?cj/rai'ni} on Con///7UOUS
_J[
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]g^^ Jl Idfif^/i o/ ra// n-A/c/r metr<fj ^
foe££ p/AiiiAMt OF jo/»r /i/iP r/£ ^£sr^A//ir.s
With very tight joint bolts and six-hole joint bars, a joint restraint of 100,000 lb.
may be developed. With 250-lb. tie restraint, a rail end movement of 0.88 inch from
the mean temperature position should be expected in coldest winter weather. In sum-
mer the movement probably will not be this great for hottest weather due to pressure
being distributed by abutting rail ends. For 500-lb. tie restraint the corresponding end
movement would be 0.44 inch.
498 Track
The above calculations are of interest as an explanation of the small end movements
that have occurred on the B&LERy. and the D&HCo. installations. The end movements
for no joint restraint from the mean temperature position are of interest in indicating
the amount the rail would open in the event of a rail breakage in very cold weather.
For example, in the event of a breakage, each rail end would be expected to move
4.00 inches for 2S0-lb. tie restraint, making a total opening in the running surface of
8.00 inches. For SOO-lb. tie restraint the opening would be only one-half as much. For
1000-lb. tie restraint the opening would be only one-fourth as much. The tie fastenings
on the opposite rail may be expected to materially increase the tie resistance in the event
of rail breakage.
EXTRACT OF REPORT ON "WELDING RAILS TOGETHER IN TRACK"
By F. R. Laync, Chief Engineer, Bessemer and Lake Erie Railroad
Description of Test Section
The section chosen for this test was a mile in the southbound main track just north
of River Valley, Pa., both rails were welded solid throughout this section.
(a) Alinement and Profile
Plan No. U-836-A attached, shows the alinement and profile of this test section.
(b) Track Construction
A complete new track above subgrade was laid consisting of: crushed limestone
ballast; new 7" X 9'" X 8'-6" red oak ties, prebored, adzed and treated with eight
pounds of 80-20 creosote oil; GEO tie plates and fastenings; and 131-lb. RE rail. As
will be noted on the profile, the grade line was raised a maximum of 5 feet near the
south end of the section to take out a slight sag. The raise extended approximately one-
half mile and was made on cinders.
(c) Traffic
The traffic handled over this track consists almost entirely of heavy through
freights with maximum speed of 35 miles per hour; maximum wheel loads being 37,905 lb.
No high speed passenger traffic is handled. The normal annual tonnage handled over
this track is about 10,000,000 to 12,000,000 gross tons.
Force Used
This work was under the general supervision of the Engineer of Track. Generally
the force employed on the welding operation consisted of the following:
Railroad Metal and Thermit
Class of Work Employees Corp. Employees
Assistant Engineer 1
Preparing ends of rail 2 ) , r-
. "., , - 1 Supervisor
Lining rail and placing clamps 2 \
Preparing molds 2 1
Applying molds 2 , Suoervisor
Preheating and Pouring 2 ^ supervisor
Removing molds 2 J
Grinding joints 2 to 3 1 Supervisor
In addition to the above force, a track gang of 30 men was employed to handle the
tracklaying and surfacing work.
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laeULATION OF SERVICE TESTS
ON WELDED RAIL
FflVER VALLE^^, PA.
Track 499
Method of Procedure
(a) Preparation for Welding Operation
The line was single tracked; the northbound main being used for movements in
both directions.
After the old track had been removed, the ballast was cut down to subgrade eleva-
tion with spreader working on northbound track. The new ties, with GEO plates previ-
ously attached, were then distributed and about twenty-five per cent placed in position,
being turned on their sides so the rail could be more easily handled. The new rail was
then distributed and placed on these ties.
The rails were then carefully alined for welding, the Thermit molds and clamps
placed in position, the welds poured, and the completed weld was surface ground. Each
morning before starting the welding, the rail which had been welded on the preceding
day, was lined on the ties to its approximate final location so the rail length would
correspond with the desired alinement of the track.
Note. — The details of making the Thermit welds come within the province of the
Rail Committee and are therefore not included in this report.
(b)' Laying and Surfacing Track
The tracklaying gang followed the welding gang as closely as possible, turning down
the ties, placing the balance of the ties in track and applying GEO shims under the rail
and GEO clips, which were not tightened down at this time.
Following the rough grinding, the ballast was appHed and the track raised and
given a final line and surface. When this was completed, the clip bolts were tightened;
the temperature at time of tightening ranging from 60 deg. Fahr. to 70 deg. Fahr.
No difficulty was encountered in lining and surfacing the track, in spite of the fact
that the rail was in a single piece a mile long.
Progress
Track taken out of service at 10:00 a.m., October 7, 1935
Started removing old track and preparing subgrade, October 7, 1935
Started distributing ties and rail, October 9, 1935
Started welding, October 10, 1935
Completed welding, October 29, 1935
Completed grinding welds, November 8, 1Q35
New track completed and turned over for operation at 2 :00 p.m., November 9, 1035
First train over track at 2:15 p.m., November 9, 1935
The accompanying photograph shows the completed track after being placed in
service.
Proposed Tests
(a) For Longitudinal and Lateral Movement of the Rail
Permanent monuments were set on each side of the tracks at each end of the test
section at four 50 ft. intervals and one 100 ft. interval, and approximately at the
middle of the tangent and the two curves. Readings will be taken of the distance
between these monuments and punch marks on the base of the rail, from time to time,
to determine the longitudinal and lateral movement of the rail.
(b) Berry Strain Gage Readings
Berry strain gage readings will be taken at 50 ft. intervals for 500 ft. from each end
of the test section, and at intermediate points 500 ft. apart, throughout balance of welded
section. From these readings at various temperatures the temperature stress within the
rail will be determined.
500
Track
Track 501^
The Sub-Committee has inspected two installations of welded track with two dif-
ferent types of fastenings, both of which are fulfilling the requirements in a satisfactory
manner. There are undoubtedly a number of types of fastenings that will fulfill the
requirements for use with welded track construction. Attention is directed that the two
types of fastenings which have been inspected have the following three fundamental
characteristics:
(1) The type of fastening fixed the rail against lateral movement on the tie-
having double shouldered tie plates securely fastened to the tie.
(2) The fastening held the rail so securely to the tie that the tie would be lifted
out of the ballast before the fastening would give way — this to hold the rail from
buckling in hot weather.
(3) The fastening prevented the rail from moving over the tie in a direction
parallel to the axis of the rail — to accomplish this the fastening must resist movement
of the rail over the tie to the extent that the tie will be moved in or with the ballast.
Appendix C
(3) PLANS AND SPECIFICATIONS FOR TRACK TOOLS
W. L. Roller, Chairman, Sub-Committee; W. H. B. Bevan, E. W. Caruthers, H. R.
Clarke, J. E. Deckert, L. W. Deslauriers, F. S. Hales, E. T. Howson, E. E. Martin,
J. B. Myers, C. J. Rist, J. R. Scatterday, I. H. Schram, G. M. Strachan.
In the Proceedings for 193S, Volume 36, page 568 is shown Plan 23 — Rail Tongs for
use with Cranes. This plan was submitted as information and to invite comments and
criticisms. Some adverse criticisms have been received from those who have sought to
use this design.
The Committee now presents Plan 23-A showing a lighter design of rail tongs for
use with cranes, as information. The Committee invites the comments and criticisms of
the Association with regard to this design.
Conclusions
It is recommended that Plan 23-A be received as information and substituted for
Plan 23 printed in Proceedings of 1935.
It is recommended that the subject be continued.
502
Track
4 LINKS STO. I
CHAIN
SLOPE -
COATINS STELLITE-
APPROX. WT. 31 LB5.
A. R. E. A.
RAIL TONGS
FOR USE WITH CRANE
MAR 1936 PLAN N0.23A.
Track 503
Appendix D
(4) PLANS FOR SWITCHES, FROGS, CROSSINGS, SLIP SWITCHES,
ETC., AND TRACK CONSTRUCTION IN PAVED STREETS
E. W. Caruthers, Chairman, Sub-Committee; C. A. Alden, W. H. Bettis, L. H. Bond,
C. W. Breed, O. U. Cook, L. W. Deslauriers, J. A. Ellis, F. W. Gardiner, C. R.
Harding, O. F. Harting, N. M. Hench, F. W. Hillman, A. F. Ruber, W. G. Hulbert,
T. T. Irving, C. T. Jackson, A. A. Johnson, L. I. Martin, F. H. Masters, W. A.
Murray, J. B. Myers, G. A. Peabody, O. C. Rehfuss, J. A. Reed, C. J. Rist, E. M. T.
Ryder, J. R. Scatterday, G. J. SUbeck, H. C. Stiff, C. R. Strattman, E. D. Swift,
H. N. West, J. G. Wishart, M. J. T. Zeeman.
Curved Switches
During the 1936 convention of your Association Plan 920, showing "Turnout Data
for Curved Switches", was approved.
This plan comprises a tabular statement and a diagram showing the fundamental
data in connection with these turnouts.
As no plans are available covering the details of construction of the recommended
curved switches, your Committee has been preparing such plans and wishes to offer
Plan 127 — "39-ft. Curved Split Switch with Uniform Risers", and Plan 215— "Split
Switch Details for Heavy and Medium Weight Rails", and Plan 128 — "Location of
Joints for No. 18 and No. 20 Turnouts with 39' 0" Curved Switches".
These plans show all of the necessary details for the construction and application
of the 39-ft. curved switches.
These plans were prepared in conference with the Standardization Committee of
the Manganese Track Society.
Conclusions
The Committee recommends that — •
Plan 127— "39-ft. Split Switch with Uniform Risers"
" 128 — "Location of Joints for No. 18 and No. 20 Turnouts with 39-ft.
Curved Switches"
" 215- "Split Switch Details for Heavy and Medium Weight Rails"
be adopted as recommended practice and published in the Manual.
Your Committee has under consideration additional plans of curved switches of
approved lengths and recommends that the work be continued.
Appendix E
(5) CORROSION OF RAIL AND FASTENINGS IN TUNNELS
R. W. E. Bowler, Chairman, Sub-Committee; W. H. Bettis, O. U. Cook, L. W. Des-
lauriers, T. T. Irving, C. M. McVay, S. H. Poore, G. L. G. Smith, Dr. Hermann
von Schrenk.
The Committee reports progress, but is not sufficiently prepared to present a report
this year. It is recommended that the subject be continued.
504
Track
Appendix F
(6) DESIGN OF TIE PLATES FOR RE RAIL SECTIONS
AS DEVELOPED
J. de N. Macomb, Chairman; E. W. Caruthers, H. R. Clarke, J. A. Ellis, J. R.
Scatterday, G. L. Sitton, G. M. Strachan.
At the March, 1936, convention, the Association adopted six tie plate designs having
the following characteristics and for use with the 112-lb. RE and 131-lb. RE rail
sections as indicated:
Eccen-
For use with
Rail
Plan No.
Length
tricity
Ends
Weight
Section
Base Width
1
10^"
H"
Inclined
112-lb.
RE
55^"
2
11"
Vs"
Inclined
112-lb.
RE
SYz"
3
12"
Vs"
Inclined
131-lb.
RE
6"
4
12"
%"
Flat
112-lb.
RE
SYz"
5
13"
%"
Flat
131-lb.
RE
6"
6
14"
y^"
Flat
131-lb.
RE
6"
In addition to the 112-lb. RE and 131-lb. RE rail sections, the 90-lb. RA-A and
the 100-lb. RE rail sections are standard.
The Committee offers the following Plans, Nos. lA and IB, having the characteristics
indicated, for use with the 90-lb. RA-A rail:
For use with Rail
Ends Weight Section Base Width
Inclined 90-lb. RA-A 5^"
Inclined 90-lb. RA-A 5}^"
In addition to the preceding, revisions of present Plans Nos. 1 and 2 are being
offered in Appendix A to adapt them for use with 100-lb. RE rail.
Eccen-
Plan No.
Length
tricity
lA
10"
5/16"
IB
10^"
5/16"
A . R . E . A .
TABLE SHOWING TIE PLATES APPROPRIATE FOR USE WITH
VARIOUS RAIL SECTIONS AND UNDER VARIOUS SERVICE CONDITIONS
RAIL
/
LENGTH
Q
UJX
CD2
i
1—
10 INCH
lO^lNCH
II INCH
12 INCH
I3INCH,
14 INCH
PLAN
ECCENT
RICITY
PLAN
ECCENT-
RICITY
PLAN
ECCENT
RICITr
PLAN
ECCENT-
RICITY
PLAN
ECCENT
RICITY
PLAN
ECCENT
RICITY
o
z
131
RE
EX-UZMY
N2-6
flNCH
FLAT
HEAVY
Ne5
ilNCH
FLAT
MEDIUM
NS.S
^INCH
INCt.
3:
0
z
-KM
in
112
RE
HEAVY
N9 4
3 INCH
FLAT
MEDIUM
N9-2
^INCH
INCt.
LIGHT
N?IC
^INCH
INCb.
(110
RE)
HEAVY
NS-t
ilNCH
FLAT
MEDIUM
N9 2
^INCH
Net.
LIGHT'
N9IC
ilNCH
NCt.
(100
11
MEDIUM
Ne?
iWM
INCt.
LIGHT
N9IC
ilNCH
INCt.
X
0
mm
100
RE
MEDIUM
NS-2
lilNCH
INCt.
LIGHT
N2IC
^INCH
INCt.
X
0
z
IT)
90
<:
0;
MEDIUM
Ne-ip
felNCH
INCt.
LIGHT
f^siA
4 INCH
iNct.
«
F
a. 50
1
Track
50,^
^jff*^fj cjsss^^ -J X
506
Track
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=-f"
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Track 507
The Committee also offers a table identified as "Fig. SOI" showing AREA tie plates
(standard and proposed) appropriate for use with various rail sections and under
various service conditions.
This table shows a recommended use of tie plate sections from 10 to 14 inches in
length, with rails having base widths from 5 5^ to 6 inches.
Although the 100-lb. RA-A and 110-lb. RE rail sections are no longer standard,
there are in the tracks of American railroads so many thousands of miles of these rails
that the tie plates shown on Plans Nos. IC (present Plan No. 1) and 2 are recommended
in Appendix A for use with these sections.
"Service" conditions range from "Light" where a 90-lb. rail supported by a 10-inch
tie plate is recommended, to "Extra Heavy" for a 131-lb. rail supported by a 14-inch
tie plate.
In general the eccentricity of the tie plates with inclined ends is ^-inch, and of
those with flat ends, ^-inch (except Plan No. 6, which has J^-inch eccentricity). When
Plans Nos. IC (present Plan No. 1) and 2 are used with the 100-lb. RE rail section
having S^ inch base width, the eccentricity becomes 5/ 16-inch (within the range which
has been adopted, — J^-inch to ^-inch). Similarly Plans Nos. lA and IB for use with
a rail having 5% inches base width are designed with 5/16-inch eccentricity.
Plans Nos. lA and IB, and Fig. 501, are recommended for adoption and publication
in the Manual.
Appendix G
(7) PRACTICABILITY OF USING REFLEX UNITS FOR
SWITCH LAMPS AND TARGETS
H. D. Knecht, Chairman, Sub-Committee; F. J. Bishop, F. J. Jerome, S. N. Mills.
The Committee reports progress, but is not sufficiently prepared to present a report
this year. It is recommended that the subject be continued.
Appendix H
(8) RECLAMATION OF SERVICEABLE MATERIALS FROM SCRAP
AND RETIRED MAINTENANCE OF WAY AND STRUCTURES
MACHINES, TOOLS, AND APPLIANCES
C. J. Geyer, Chairman
This subject is being handled by a general committee appointed by the different
divisions of the Association of American Railroads. The Chairman of the Track Com-
mittee represents the Engineering Division on the general committee. Progress is being
made, but the Committee is not in position to make a definite report. It is recommended
that the assignment be continued.
508 Track
Appendix I
(9) DETERMINATION OF THE LIMITING RELATIVE POSITIONS
OF THE ABUTTING RAILS OF FIXED AND DRAWSPANS OF
BRIDGES AND PROPER TOLERANCES
L. H. Bond, Chairman, Sub-Committee; F. J. Bishop, F. H. Masters, C. J. Rist, E. D.
Swift, M. J. T. Zeeman.
The same tolerance of rail expansion should be used on fixed spans as in other
portions of the track, and where additional expansion is necessary on long bridges switch
points adjoining stock rails may be used to take up the additional expansion required
over and above the general expansion at the joints. This is now common practice with
most roads and gives the effect of continuous rail, resulting in no additional expansion gap.
Generally there are three types cf drawspans — swing, lift, and bascule. On draw-
spans there is a location at each end where the rails abut without having the usual
angle bar fastening; must be maintained in Une for traffic and additional expansion
allowed to facilitate the opening of the bridge. Swing spans ordinarily require more
expansion than the other types, as the ends of the rails do not immediately clear each
other.
It is recommended that J/2-inch gap be the maximum where the rails abut without
any additional device other than socket plates to hold the rails in line. The wheel
pound in passing over the rail ends batters the rails quickly and is quite hard on the
bridge. Therefore, the gap should be as short as possible in order to relieve this.
Special devices are recommended for the ends of drawbridges, and as most of
these devices are patented they are not herein named. General methods include the
use of a heavy casting with an outside riser rail to carry the wheel over the gap. When
properly maintained, the abutting ends of rails may be as much as 2 inches apart without
material damage to the ends. The Committee recommends, therefore, 2 inches as the
maximum gap. In connection with wheel riser devices, it will be good practice to install
a switch point and abutting stock rail about IS feet from the gap, so that the abutting
rail can be anchored independently of other rail on the bridge. This will allow expan-
sion to be kept at uniform gap. On heavy traffic lines these devices are recommended,
and expansion can be maintained at about ^-inch, expansion being taken care of other
than at the expansion gap. In addition to the expansion gaps mentioned herein, a
horizontal tolerance of 3/16-inch and a vertical tolerance of j4-ir'ch is recommended.
The maintenance of any track device depends a great deal on the maintenance of
the other portion of the track, and in maintaining proper expansion the track must be
anchored so that there is practically no running movement and merely the expansion
factor itself.
The Committee recommends only tolerances for expansion gap at the ends of draw-
spans, and in conclusion recommends a tolerance of j4-inch as maximum where rails
abut without additional wheel riser devices and 2 inches as the maximum where wheel
risers or other effective wheel carrying devices are used; together with a horizontal
tolerance of 3/16-inch and a vertical tolerance of J4-inch. On lines having heavy traffic,
the rails should be maintained as close as practicable and expansion adjusting devices,
either automatic or hand, should be used to maintain uniform minimum expansion.
Conclusions
This report has been presented to and is concurred in by the collaborating com-
mittees. It is, therefore, recommended that it be adopted as recommended practice,
printed in the Manual, and the subject discontinued.
Track 509
Appendix J
(10) OUTLINE OF COMPLETE FIELD OF WORK OF
THE COMMITTEE
C. J. Geyer, Chairman
GENERAL
It shall be the general function of Committee V^ — Track to provide designs for
and recommended practices in connection with the construction and maintenance of the
track structure above the ties, excluding the rail and joint bar assembly.
The work to be handled by this Committee may be outlined generally as follows:
1. Definitions
DeJ&nitions in connection with design, construction, and maintenance for general
use and information, will be provided from time to time as may be necessary in con-
nection with work handled by the Committee. Such definitions shall be reviewed
periodically to insure their adequacy and utility.
2. Design
(I) The Committee shall provide, as far as may be practicable and necessary, plans
and specifications for units making up the track structure above the ties, excluding the
rail and rail joint assembly. These units shall in general comprise the following:
(a) Tie plates.
(b) Spikes.
(c) Rail anchors or anti-creepers.
(d) Washers or locking devices for use with the units designed by this Com-
mittee. Where such devices may be used with rail joints or other
units, as well as units designed by this Committee, the necessary col-
laboration will be provided in order to secure designs serving in more
than one particular unit.
(e) Units designed to serve the combined purpose of two or more of the
foregoing units.
(f) Special trackwork such as switches, frogs, guard rails, crossings, switch-
stands, switch locks, switch lamps, and deraUs.
(g) Timber layouts for use under turnouts, crossovers, crossings, and other
special trackwork.
(h) Track construction in paved streets. Collaborate with Rail Committee on
girder rail sections.
(i) Gage on curves,
(j) Guard rails for heavy curves.
(k) Continuous welding of rail. Collaborate with Rail Committee.
(II) It shall be the function of this Committee to furnish plans and specifications
for tools (hand or for use with mechanical equipment) which may be necessary in the
performance of trackwork. Because of the close relationship of tools for use on the
track structure proper with those for use in the performance of other roadway and track-
work, this Committee will provide designs and specifications for tools for all types of
general roadway and trackwork, securing the collaboration of other committees handling
assignments in connection with roadway and track structure. Where practicable, the
Committee will assist in the preparation of designs for tools and equipment which may
have a general use rather than use in any particular kind of work, collaborating with the
divisions or committees involved.
510 Track
3. Construction
(a) Provide specifications and data for use in connection with the construction
of new track.
(b) Provide data for use in construction of curve elevation and transition
curves (spirals).
(c) Provide data for construction of vertical curves.
4. Maintenance
(a) Provide data on general maintenance of line, surface, and gage.
(b) Provide data for use in the maintenance of elevation on curves.
(c) Oiling of track fastenings.
(d) Greasing rails on curves.
(e) Greasing switches.
(f) Determination of justification for rail renewals.
(g) Tension in joint bolts.
(h) Repairing frogs and switches and other special trackwork by welding
and/or grinding,
(i) Building up rail joints by welding.
5. Miscellaneous Recommended Practices in Connection With
(a) Pre-curving of rails.
(b) Speed of trains on curves and through turnouts.
(c) Temperature expansion for rails.
(d) Inspection of track.
(e) Construction of rail connection between fixed and draw or swing spans on
bridges.
6. Miscellaneous Investigations and Studies
(a) Effect of brine drippings on track structure.
(b) Corrosion of rail and fastenings in tunnels.
(c) Practicability of use of "Reflex" units for switch lamps.
7. Collaboration
This Committee shall furnish collaboration to the extent necessary in connection
with work which may from time to time be handled by other committees. The Com-
mittee shall similarly arrange for the collaboration of other committees in work handled
by the Track Committee affecting other committees.
Conclusions
It is recommended that this report be received as information.
Appendix K
(11) REVISED DESIGNS FOR CUT TRACK SPIKES
E. D. Swift, Chairman, Sub-Committee.
The Committee offers revised designs for 9/16-inch and %-inch cut track spikes.
The heads of these spikes are so designed as to provide greater clearance between the
Ups and the throat and thus they improve the facility for using the claw bar in drawing
spikes after they have been driven. These designs were offered for information and
criticism at the 1934 convention, and seemingly they have met with favor for they are
now in extensive use.
It is therefore recommended that these revised designs of cut spikes be substituted
for the designs now in the Manual, pages S-lS, 1936 Edition.
Track
511
I— /^
^8 Inch Raised Throat Track SriKt.
512
Track
9/16 Inch Raised Throat Track Spike.
REPORT OF COMMITTEE III— TIES
John Foley, Chairman; E. L. Crugar, H. R. Clarke, Vice-
R. S. Belcher, H. R. Duncan, Chairman;
W. C. BoLiN, C. F. Ford, R. J. Middleton,
W. H. Brameld, B. D. Howe, F. M. Robb,
H. F. Brown, N. W. Hutchison, J. W. Tate,
W. J. Burton, P. A. Kerwin, Sverre Thorvaldson,
R. E. Butler, C. S. Kirkpatrick, C. D. Turley,
S. B. Clement, J. H. Lauderdale,
R. L. Cook, A. F. Maischaider, Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
1. Revision of Manual. No report.
2. Extent of adherence to specifications (Appendix A). Current report presented
as information.
3. Substitutes for wood ties (Appendix B). In view of the demands on railroads
for various data and because no new types of tie has been reported, it was decided to
omit the questionnaire and statements regarding substitutes for wood for another year,
except the case of the completed test of Bates ties by the Elgin, Joliet and Eastern
Railway.
4. Tie renewal averages and costs per maintained mile, securing data from reports
to I.C.C. Statistics for 1935 presented as information in Bulletin 386, June 1936, page 31.
5. Proper seasoning of oak ties with special reference to those grown in Southern
lowlands, collaborating with Committee XVII — Wood Preservation. Progress in study —
no report.
6. Best practice from the manufacture of the tie to its installation in track, col-
laborating with Committee XVII — ^Wood Preservation (Appendix C). Complete and
presented as information.
7. Effect of volume of traffic on life of creosoted ties. Progress in study — no
report.
8. Effect of different kinds of ballast on life of ties (Appendix D) . Complete and
presented as information.
9. Re-use of treated ties in track or elsewhere after their removal from their
original positions. Progress in study — no report.
10. Outline of complete field of work of the Committee (Appendix E).
The Committee on Ties,
John Foley, Chairman.
Bulletin 393, January, 1937.
513
514 Ties
Appendix A
(2) EXTENT OF ADHERENCE TO STANDARD SPECIFICATIONS
H. R. Clarke, Chairman, Sub-Committee; R. S. Belcher, W. C. Bolin, W. H. Brameld,
W. J. Burton, R. L. Cook, E. L. Crugar, H. R. Duncan, C. F. Ford, B. D. Howe,
N. W. Hutchison, J. H. Lauderdale, A. F. Maischaider, R. J. Middleton, J. W. Tate,
Sverre Thorvaldson, C. D. Turley.
As in previous years, tie storage yards were visited by practically the entire member-
ship of the Committee. While in 1936 it was possible to make only one such trip, the
ties then observed totalled about 1,100,000, belonging to four railroads at four different
wood-preserving plants, all commercially operated. The producing territories represented
by these ties included the Central Mississippi and Lower Ohio River valleys.
The ties examined were mainly oak, but gum, pine, beech, birch and maple were
present. Most of the oak ties were produced in Missouri, the gum in Tennessee, and
the pine in Mississippi. The beech, birch and maple ties were produced close to the
plants, as was some of the oak.
The general condition of the storage yards observed, that is, drainage, freedom from
weeds, debris, etc., was to be commended; but in all of them the ties were not carefully
spaced for seasoning, some being bunched so that they touched each other in many tiers.
In one yard anti-splitting irons were not being put in until split had started, and the
results indicated that earlier insertion of anti-splitting irons is advisable, if they are
carefully placed.
Workmanship in manufacture of ties was satisfactory in general, though some of
the smaller ties, especially hewn ties produced locally, were rough and not well trimmed.
The ties of the larger sizes were usually well up to standard dimensions. When not
full dimensioned the oversizing was generally in thickness. In one yard the width of a
tie apparently was determined by body width instead of top width. In all yards observed
the smaller ties were not so well sized, many being accepted one size high. Inspection in
regard to the size of knots accepted was rather lax. In one case the explanation made
was that the ties were produced locally and therefore the inspection was not as careful
as of ties purchased off the line.
It is the opinion of the Committee that the greatest ultimate economy in the use of
ties is obtained by adhering to the standard specifications at all times, and that the best
interests of both producer and consumer are served by so doing.
Appendix B
(3) SUBSTITUTES FOR WOOD TIES
A. F. Maischaider, Chairman, Sub-Committee; R. E. Butler, S. B. Clement, P. A. Kerwin.
The usual report on existing tests of substitutes for wood in ties will be omitted
again this year, but the final data on the Bates reinforced concrete ties in the Elgin,
Joliet & Eastern Railway at Whiting, Ind., are given, as that test was completed in 1936.
Reported by Arthur Montzheimer, Chief Engineer, November 10, 1936.
The 62 Bates reinforced concrete cross-ties were installed on the Elgin, Joliet &
Eastern Ry. Eastbound track at Whiting, Ind., on May 4th, 1912.
On straight track subgrade conditions were favorable; crushed stone was used for
ballast and the track was put in first-class condition. During the installation of the ties
SIS
the rail
herwise
N]
blocks
) which
ss rods.
I blocks
unable
n track.
II gone.
anchor
his type
g scr.w
became
ok bolt
ount of
account
wo end
933, on
:ted the
account
together
istenings
but the
rners of
the con-
haps an
; pericd.
ow that
irs.
ping the
average
TABLE A
; TISS LAID IN RKPLACEUENT - CLASS I STSAU RCADS JHITBD STATES i
Calendar year ended Decambor 31, 1935
Sbeat 1 of 2 I
I LARGE CAi^ADIAN HdADS
-eated (U)
Average
NOT ENSLAjro RSGICW:
Bengor 4 Arooatoo
Canadian Nat. Line
Canadian Pacific
Central Veraont
Uaine Central
JREAT lAKSS RSGION:
Cambria * Indiana
Delaware 4 Hudaon
Delaware, Lackawanna 1 rfesien
Detroit 4 Uackinac
[>etroit 4 Toledo Shore Line
Brie (Incl.Chgo.4 Srie)
Grand Trunk Waatern
Uhigh i Hudson River
Lehigh 4 Ne» England
Lehigh Valley
lionondahela
Uontour
Haw Jersey 4 New York
Hen Tork Central
He* York, Chicago 4 St. Louie
Hew York, Ontario 4 *eatern
New York.SuBqiiehanna 4 Waetei
Pera Uarquette
Pittsburgh 4 Lake Srie
Pitteburg & Shawmut
Pittsburgh 4 West Virginia
Pittsburg, Shewmut 4 northern
Central R.R.of ;Jew Jersey
Chicago 4 Saetorn Illinois
Chicago 4 Illinois Midlend
Chicago, Indiaaapolia 4 Lou.
«beeling * lAke 1
P0CAH0HTA5 RSGION:
Chesapeake 4 Ohit
Horfolk 4 tfesten
Richmond, Fred. 4 I
Virginian
Central of Georgia
Charleston 4 Western t
Cincinnati, Uew Orleani
Clinchfield
Columbus 4 Creenvllle
Florida £ast Coast
Georgia R.H.
Georgia 4 Florida
Georgia, Southern 4
Gulf 4 Ship Island
Gulf .Liobile 4 Northi
Illinois Central
Yazoo 4 yias .Valley
[ville
Uiseis0ip,.i Cat
l^obUe 4 Ohio
Nashville, Chat!
Hew Orle&aa 4 1
Norfolk Southei
159 210
»0.56
28 869
0.67
192 599
7 816
0.83
15 350
2 368
0.54
30 214
71
0.55
6 367
6 467
0.61
74 797
138 665
0.73
103 189
5 529
156 949
212 650
10 089
20 333
448 088
271 567
) 006
1 607 439
222 702
74 068
23 366
0.83
12 723
34 568
1.03
13
39 370
0.90
116
1253
1.10
454 821
72 400
1.08
14 574
1.03
966 538
569
0.79
122 102
74 272
150 952
23 465
39
0.69
86 249
397
0.53
95 015
283
0.85
156 000
14 842
0.76
43 408
48 972
83 620
0.84
17 956
2 519
0.42
1 237 709
33 817
110 142
4 960
48 500
0.70
195 802
29 315
0.90
161 185
894
0.69
371 142
320 388
118 088
0.73
385
122 192
0.64
61 052
9 589
0.76
131 339
21 351
25 256
129 018
0.68
757 646
0.67
299 154
11 249
0.65
292 774
75 521
0.93
112 318
92 167
0.74
30 019
22 939
0.37
32 263
195 144
0.73
-
40 404
1.33
7 152
125 069
0.53
37 103
0.76
26 274
0.46
20 992
18 507
0.47
177 752
168 942
0.55
868 008
169 267
0.56
152 916
79 548
1.01
677 063
20 025
0.48
16 923
384 946
0.65
9 142
0.37
214 050
3 935
0.73
40 670
394 J39
0.57
46 384
0.71
712 095
0.67
598 523
921 287
0.85
474 183
63 421
0.68
33 353
1.37
1.53
1.41
32 582
6 438
81 264
241 854
5 529
308 728
54 664
44 082
14 645
172 826
222 215
39 012
20 451
449 832
300 406
7 481
20 451
215 904
38 751
8 058
4 006
1 630 305
222 702
75 014
33 062
361 483
27 132
36 089
34 581
39 486
456 074
72 400
981 130
123 240
74 272
150 952
23 465
88 071
95 412
161 345
65 508
48 972
101 576
1 240 228
33 817
110 142
4 960
372 316
336 595
119 243
140 928
21 351
25 256
129 018
1 056 800
304 023
75 521
112 318
122 186
55 202
195 144
47 556
125 069
37 103
49 266
210 812
1 057 096
322 566
756 611
36 948
1 310 618
2 39s 470
96 774
836.87
3 441.65
251.24
212.68
122.17
531.23
1 294.17
25.93
4 324.87
502.82
61.70
1 484.62
2 425.51
294.42
151.55
4 983.39
1 959.87
127.37
294.30
2 925.86
247 .10
78.53
57.01
22 663.01
2 535-49
907.04
331.24
2 838.98
943 .60
138 .48
202.95
226.34
3 283.48
213.66
10 828.65
512.35
1 501.71
1 513.29
159.75
888.04
614.24
3 05/. 53
102.67
1 208.07
863.12
5 116.82
4 284.46
377.53
853.38
556.51
141.54
183.63
827.69
6 881.87
2 510.98
425.74
776.05
402.35
203.61
1 383.49
432.32
450.20
472.06
324.62
948 .69
7 917.37
2 156.46
7 066.07
169.15
1 225.53
1 596.35
281.33
1 089.53
123 .05
5 523.34
8 760.08
336.15
2 393 388
1 431 456 736
9 910 000
12 758 405 528
773 410
417 707 160
614 800
979 316 576
416 857
460 797 944
1 636 200
2 091 812 600
3 925 300
3 179 305 112
62 861
295 197 168
13 180 914
17 731 938 296
1 559 267
1 463 569 728
1 238 976
1 392 315 008
166 600
124 094 000
4 500 933
7 664 090 344
7 033 979
15 320 604 536
883 251
222 709 584
41,1 901
692 873 000
14 490 038
31 073 144 216
6 196 077
6 943 891 216
333 400
571 512 656
880 912
793 848 376
8 582 130
714 474
220 078
164 426
69 734 082
7 951 306
2 571 676
965 127
8 517 990
2 826 947
351 220
588 768
664 344
615 396
30 831 759
1 591 560
4 227 760
4 692 561
492 700
2 736 083
1 769 oil
2 742 507
2 047 740
2 482 737
756 ■
. 797.11 61 030 069
0 ibl 161
282 278
3 479 247
2 602 461
1 728 376
432 616
556 077
2 301 800
19 988 391
7 047 300
1 242 590
2 414 188
1 223 150
645 036
3 979 418
1 323 834
1 215 540
1 484 138
994 122
3 005 447
24 101 433
6 583 385
20 139 383
533 686
3 862 545
4 709 789
874 208
3 099 174
383 977
16 071 000
27 389 591
1 052 831
775 324 312
265 824 000
231 733 808
127 858 917 392
13 933 308 312
2 959 315 296
521 296 824
■ 234 2a
402 225 264
54 079 552 152
2 433 785 888
7 118 872 152
5 464 912 168
760 311 176
3 257 405 720
1 751 040 800
2 413 995 000
1 278 155 440
6 340 826 960
222 744 664
139 420 165 120
1 679 562 536
13 869 202 376
363 200 250
44 792 935 792
31 219 633 560
2 965 323 136
5 331 778 968
2 338 lo2 400
I 1 149 770 496
1 387 267 320
18 283 219 720
6 585 331 920
670 182 560
5 577 413 744
1 985 172 808
312 242 504
3 660 284 016
1 251 790 352
348 525 744
1 040 640 200
456 494 672
2 132 747 832
( 44 746 521 768
32 030 582 704
194 717 992
3 791 902 416
5 055 332 960
1 039 786 568
1 415 810 080
185 498 120
15 153 996 000
33 609 107 488
696 032 552
515
:he rail
e were
herwise
blocks
) which
ss rods.
1 blocks
unable
n track.
U gone.
anchur
his type
g scr.w
became
ok bolt
ount of
account
;wo end
L933, on
cted the
account
together
istenings
but the
irners of
the con-
haps an
s period,
low that
irs.
•ping the
average
^
I UHITiCD STATES AUD t
31. 1935
: CANADIAN H0AD3
NOFETWreSTERN RBOION:
Chicago, St.:
Duluth.Soutl
Duluth.Winn:
LaXe Superit
Uinneapolie
CENTRAL ISSSTERN REGION :
iaton
Atchieoc.Topeka & Santa F«
Chicago, Burlington i Quincy
Chicago, Rock Island 4 Pacific
C^'icago,Rock Island 4 Sulf
Colorado i Southern
Donvor 4 Salt Laie
Fort iKorth i Denver City
U)8 Angeles t Salt Lake
NaradK Northern
Northwaatem Pacific
Oregoi
festem Pacifii
Fort Smith 4 ffeatern
Fort Sorth * Rio Srande
Gulf Coast Lines:
Beaumont, Soar Laie * .Vaate:
Ne* Orleans (Texas 4 Uexico
St. Louis, SrovnsTille 4 Uex
San Antonio, Uvalde 4 Gulf
International-Great Northern
Kanaaa City Southern
Uiaaouri Pacific
Oklahoma City-Ade-Atoia
St .l<ouie-San Francisco
Linei
St.:
St. Louie Soutbveatei
Taxae 4 Pacific
Wichita Falla 4 Southpm
CAHADIAN ROADS;
168 699 »0
51
1 315 714
231 580 0
88
85 420
625 069 0
44
2 882 552
88 867 0
51
240 980
19 267 0
60
43 620
109 444 0
49
78 409 0
52
-
43 599 0
44
1 003 635
103 263 0
67
16 713
50 232 0
59
157 957 0
69
87 229
483 925 0
53
419 376
36 126 0
48
796 694
7 289 0
38
277 664
58 084 0
134 462 0
57
2 908
348 630 1
03
30 339
801 0
63
2 074 218
1 499 108
386 0
45
669 685
1 000 0
88
60 837
65 929 0
40
83 819
1 694 0
20
451 081
53 546 0
69
41 343
44 151
2 643 0
65
231 941
2 643 0
65
231 941
25 260 0
82
33 407 0
60
10
2 895 0
51
396 515
69 575
21 548 0
92
2 672
151 091 0
76
631 024
7 801 0
76
55 354
225 0
87
834 008
9 «7 0
67
14 835
434 955 0
65
11 489
55 814 0
47
25 514 0
74
1 999
12 909
23 935
46 494
34 995
175 107
60 0
51
129 568
131 0
10
86 738
88 259 0
51
76 7*6
87 123 0
46
11 615
96 0
59
34559
81 9B1 0
74 684 0
72
439 960
248 571 0
52
1 751 195
15 358 0
48
3 649
62 786 0
51
1 349 330
36 715 0
71
59 433
892 0
35
133 614
18 941 0
19 0
87
96
356 744
222 040
h 3(9 ZSS
0.53
2 501 803
1.3U
1 672 U53
0.52
1 911. 253
1.12
121. 7Ui
68.5U
-
-
-
1 484 413
12 339-93
36 236 805
33 540 464 832
-
317 000
1 924.98
5 547 162
7 707 276 890
3 507 621
14 532.59
43 275 616
41 359 437 776
329 867
2 258.16
6 688 326
6 634 231 126
-
62 887
1 201.28
3 593 155
I 952 549 104
-
109 444
539.95
1 538 857
693 334 624
78 409
212.60
637 800
384 555 368
• 9 688
1 056 922
10 063.95
31 299 422
31 209 679 608
-
119 976
287.62
810 244
403 555 328
-
50 232
253.80
712 620
162 056 952
-
245 186
1 806.61
5 444 365
2 952 934 976
903 301
5 052.35
14 876 628
9 641 449 608
832 620
9 108.48
26 437 972
23 262 833 488
284 953
2 185.00
6 350 366
6 192 601 960
58 084
193 .63
546 631
182 233 968
"
137 370
1 056.49
3 212 739
2 274 248 736
• 994
360 163
1 534.20
4 629 074
6 062 925 024
2 075 019
19 225.60
58 388 148
65 260 327 384
133 880
1 632 988
12 460.13
38 538 641
40 656 413 448
10 208
670 071
72 045
9 777.93
843.03
29 364 310
2 620 084
1 31 537 507 384
* 5 377
155 125
1 127.09
3 410 721
2 512 091 526
123 387
579 162
3 413.29
10 013 345
9 202 263 936
-
94 889
301.04
922 754
654 132 488
• 3 350
47 501
963.66
2 896 822
2 125 878 260
234 584
1 513.00
4 235 882
7 264 375 008
25 260
190.83
547 695
94 123 760
-
33 417
459-59
1 344 077
935 382 912
-
399 410
3 323.00
9 215 756
10 679 707 768
-
69 575
333.30
966 500
1 330 386 064
-
24 220
168.81
498 150
136 094 752
45 199
827 314
12 556.96
37 245 263
56 215 484 424
-
63 155
275.07
871 422
620 595 366
834 236
5 794.00
16 367 700
41 975 375 920
24 272
89.15
231 790
257 973 000
'
434 955
1 473.03
4 301 000
6 696 990 272
.
11 489
214-55
671 542
401 693 352
-
55 814
234.77
734 264
249 365 448
-
27 513
245.39
777 396
201 806 446
12 909
140.01
416 800
)
» 120
23 935
46 614
223.64
707.37
684 500
2 148 700
j 3 843 293 720
-
34 995
365.75
1 053 800
)
-
175 107
1 517.04
4 540 600
5 105 170 256
129 628
1 265.76
4 010 277
3 557 806 328
86 669
361.86
1 143 477
743 939 904
(81 100
165 105
716.66
2 262 464
1 428 40B 824
96 738
231.77
741 530
346 826 176
34 655
404.79
1 275 086
348 736 000
81 981
361.12
1 in 875
356 552 856
514 344
4 103-15
12 921 aoo
13 17o 492 064
1 999 766
9 163-96
28 369 700
36 785 026 216
19 007
149.88
464 610
67 5 74 152
_
1 412 116
6 571.28
20 669 565
17 778 251 672
96 148
252.63
600 565
355 042 112
58 263
192 769
1 986.49
6 288 775
6 451 313 520
375 685
5 724.55
15 bl6 238
14 969 604 032
-
222 059
2 526.84
7 445 546
10 436 041 416
• 3 704
44 143
205.53
591 926
257 908 064
26 173
196.62
648 846
116 221 720
6 671 032
JO 11.9.
86 391 190
« 859 865 »6
50 156 257 987
-
3 586 706
22 316.
63 376 213
-
121. 7U.
51.6.9U
1 551. 500
1 112 397 332
n Narrow gauge tiei
Hote: Compiled from Annual Reports of Class
515
the rail
herwise
. blocks
) which
ss rods.
I blocks
unable
n track.
II gone.
anchur
his type
g scr.vv
became
ok boll
;ount of
account
;wo end
1933, on
cted the
account
together
istenings
but the
irners of
the con-
haps an
s period,
low that
irs.
■ping the
average
k1 lUi^ bJ" '■ • < '>. ^- WJ.s
TABLB B
BOODSN CaCSi TIES LAID IH RLTUCtiUKirT (TREATED * LnfTRSATED) ON LEADIHO RAILROADS IN TH£ I
Caleadar yoar ended Dsceober 31, 1935
Nols: All fii,urss are exclualve of bridge & svltcb tlea
) STATES ANV CANADA
J^iZilL
Average
number of
Total
Number of
vooden
nunber of
cross tie
track
occupied by
croea tiee
per
mile of
"zh'
per
■lie of
(Col.e-Table fi
maintained
1935
"°t°l°f°
iWH ENSLANI REGION:
Boaton A Uaine
Cantdian Net. Lines ii
Canadian Pucific (lij
Canadian Pacific (lii
Central Vermont
'■"■'ne Central
York Connecting
!.,Few Haven
Hev "i
Rutland
GKEAT UH5 HfiGIOH:
Detrpit 4 Toledo Shore Lime
Erie {iDC.Chgo.* Erie)
Grand Trunk ITeatem
Letigh 1 Kudeon River
Lehigh & New England
Lehith Valley
Uonontiahela
Me» Jersey 4 Now York
New York Central
Mew York, Chicago 4 St. Louie
New York, Ontario ft ft'eotem
Nev York, Susquehanna 4 Weete;
Pare Uarquetta
Pittsburgh 4 Lake Erie
Pitteburg 4 Shawiaut
Pittsburgh 4 West Virginia
Pittsburg, Sbavmut 4 Nortbem
CSMTRAL KASTEHH RZGICW:
A.kron, Canton 4 Youngstom
Baltii'iore ft Ohio
Beesemer 4 Lake Erie
Central R.R.of Hew Jeraoy
Chicago 4 Eastern n lino. a
Chicago * Illinois Uiiland
Chic ago,Indpl6.4 LouievlUe
Detroit.Toledo 4 Irooton
Elgin, Joliet 4 Eastern
Long Island
Staten Island Rapid Transit
Western Maryland
^^eeling 4 Lake Erie
POCAHCHTAS REGION!
Chesapeake ft uhlo
Norfolk & Seetern
Richmond, Fred. 4 Potcnac
Virginian
SOUTHtjRj; REGION:
Alabama Great Southern
Atlanta ft West Point
Western Ry.of Ala.
dnghai
: Coaj
Central of Georgia
Charleston ft Western Caro i
Cincinnati, New Orleans 4 '
Clinchfleld
Golumbue 4 Greenville
Florida East Coast
Georgia R.R.
Georgia ft Florida
Georgia, Southern 4 Flcrldi
Gulf ft Ship Island
Gulf.L^obile 4 Northern
Illinois Central
Loi.il
: Uisi
alley
hville
836.87
2 860
159 210
3 441 .(,5
2 879
221 468
251.24
3 078
23 166
212.68
2 891
32 582
122.17
3 412
6 438
531.23
3 080
81 264
1 294.17
3 033
241 854
25.98
3 169
5 529
4 324.87
3 046
308 728
502.82
3 101
54 664
415.66
2 981
44 082
61.70
2 700
14 645
1 484.62
3 032
158 078
2 425.51
2 900
222 215
294.42
3 000
38 873
151.55
3 048
20333
4 983.39
2 908
449 832
1 959.87
3 161
300 406
127.37
2 618
5 881
294.30
2 993
20451
2 925.86
2 933
215 904
247.10
2 891
38 751
78.53
2 802
8 058
57.01
2 884
4 006
22 663.01
3 077
1 610 882
2 535.49
3 136
222 702
907.04
2 835
75 014
331.24
2 914
32 680
2 838.98
3 000
361 483
943 .60
2 996
27 182
138.48
2 536
36 089
202.95
2 901
34 581
226.34
2 935
39 486
3 283.48
3 103
456 074
213.68
2 880
72 400
10 828.65
2 647
981 112
512.35
3 106
122 671
1 501.71
2 815
74 272
1 513.29
3 101
150 952
159.75
3 084
23 465
888.04
3 081
86 288
614.24
2 860
95 412
887.66
3 090
156 283
682.58
3 000
58 250
838.76
2 960
48 972
241.44
3 135
101 576
21 797.11
2 800
1 24C 228
686.64
2 736
33 817
3 057.53
2 741
110 142
102.67
2 749
4 960
1 20J.07
2 880
244 302
863.12
3 015
190 500
5 116.82
3 074
372 036
4 284.46
3 100
320 388
377.58
2 855
118 473
853.88
3 114
183 244
556.51
3 106
140 928
141 .54
3 056
21 351
183.63
3 028
25 256
827.69
2 781
129 018
6 881.87
2 904
1 056 800
2 510.98
2 807
304 023
425.74
2 919
75521
776.05
3 111
112 316
402.35
3 040
122 186
203.61
3 168
55 202
1 383.49
2 876
195 144
432.32
3 062
47 556
450.20
2 700
125 069
472.06
3 144
37 103
324.62
3 062
49 266
948.69
3 168
196 259
7 917.37
3 044
1 056 950
2 156.46
3 053
322 183
7 066.07
2 850
756 611
169.15
3 155
36 948
1 225.53
3 152
384 946
1 596.35
2 950
223 192
281.33
3 107
44 605
1 089.53
2 845
394 339
123.05
3 120
46 384
5 523.34
2 910
1 310 618
8 760.08
3 127
2 395 470
336.15
3 132
96 774
1.18
1.10
0.74
7 1 710 489
JO
2 3 707 061
0 1 662 582
3 4 604 648
5 3 771 777
0 3 937 678
2 2 456 636
7 11 362 478
3 4 111 554
5 2 910 723
6 3 349 649
8 2 Oil 248
5 5 lt>2 325
2 6 316 447
' 756 435
4 4 571 910
1 t 235 343
8 3 543 037
8 4 187 027
3 2 697 412
5 5 010 109
4 3 137 695
7 3 384 999
4 4 064 792
3 5 b41 745
8 5 495 312
9 3 262 607
4 1 573 774
2 3 475 434
0 3 840 859
3 1 039 573
9 3 262 616
9 I 145 198
5 5 355 556
1 882 372
4 994 118
4 750 241
4 740 511
3 611 279
4 759 381
i 084
2 850 744
2 719 504
1 872 536
7 55? 763
922 567
b 396 266
2 446 060
4 536 081
3 537 550
4 130 131
3 709 54t
4 8 754 057
.4 7 286 714
.0 7 853 496
9 6 244 no
.2 4 201 474
5 ( 3 535 906
.6 1 676 071
3 2 656 723
.3 2 622 614
1 1 574 159
.7 7 186 926
0 4 933 945
6 1 535 532
.5 2 645 689
.6 2 895 518
3 774 158
5 2 204 466
0 1 406 243
5 2 248 098
l [ 4 441 858
8 4 533 012
9 1 151 156
0 3 094 092
7 3 166 807
1 3 695 968
7 1 299 474
1 1 507 502
2 2 743 629
7 3 836 621
2 2 070 601
SIS
the rail
>e were
herwise
[ blocks
D which
ss rodi.
I blocks
: unable
n track.
II gone.
1 anchur
his type
,g scr.w
became
tok bolt
:ount of
account
:wo end
1933, on
cted the
account
together
istenings
but the
irners of
the con-
haps an
s pericd.
low that
irs.
ping the
: average
TABLE B
I CROSS TIKS LAID DJ RSPLACEUQIT (TREATBD 4 UNTFltATED) ON LEADING RAILROADS :
Calendar year ended December 31i 1935
Notei All figoree are exoluelTe of bridge 4 switch t:
I IWK UttllED STATKS i
Weighted
Cost of
average
crooB tie
coet
wooden
renewals
per
niile Of
P«c.
NOiowresraRN RECICO:
Chicago ft North Western
Chicago Great Weatem
Chi cage, ililnaukee, St .Paul
Chicago, 2t. Paul .Uinple.i Oneiia
Duluth,Uieeabe i Kortherh
Duluth, South Shore * Atlentlc
Euluth.ltinnipeg ft Pacific
Great Northern
Lake Superior ft lehpemiug
yianeapolie ft St. Louie
Uiuneapolie.St.Paul ft S.S.Uarie
Northern Pacific
Spokane International
Spokane, Portland ft Seattle
CENTRAL WESTERN REGION:
Alton
Chicago, Burlington ft Quincy
Chicago, Rock leland ft Pacific
Chicago, Rock leland ft Gulf
Colorado ft Southern
Denver 4 Salt Lake
Fort lorth ft Denver City
Lo8 Angelee ft Salt l^ke
Nevada Northern
Northwestern Pacific
Oregon Short Line
St .Joseph ft Grend Island
San Diego ft Arizona Eastern
Southern Pacific Co.- Pac.Linee
SOUTHWESTERN REGION:
Eurlington-Rock lelend
Fort Smith ft Western
Fort .'.'orth i Rio Grande
Gulf Coast Lines:
Beaumont, Sour Lake ft W<
New Orleans, Texea ft Ue
.Louie
Intemational-G.
Kansas City Sou:
Kansas, Oklahoma
valde
:, Arkansas ft Te:
. Pacific
Cklaiioma City-Ada-Atoke
St .Louie-San Francieco
St. Louie, San Fran. ft Texas
St .Louie Southwestern Lines
Texas 4 New Orleans
Tew
: Paci:
CANADIAN ROADS:
Canadim National
Canadian Pacific
Teiniskaming 4 Nor. Ontario
12 339.93
1 924.98
14 532.59
2 258.16
1 201.28
539.95
212.60
10 063.95
28T.62
253 .80
1 806.61
5 052.35
1 534.20
IS 225.60
12 480.13
9 777.93
843.03
1 127.09
3 413.29
301.04
963.68
1 513.00
190.83
459.59
3 323.00
333.30
168.81
12 556.96
275.07
214.55
234.77
245.39
140.01
223.64
707.37
365.75
1 517.04
1 265.78
361.86
716.66
231.77
404.79
361.12
4 103.15
9 163.96
149.88
6 571.28
252.83
1 9B6.49
5 724.55
2 526.84
205.53
196.62
30 H9.
22 J16.
2 937
2 882
2 978
2 962
2 991
2 850
3 000
3 110
2 817
2 808
3 014
2 944
2 903
2 906
2 830
3 041
3 003
3 108
3 026
3 109
3 065
3 006
2 800
2 870
2 925
2 773
2 960
2 951
2 966
3 168
2 825
2 600
2 920
3 130
3 128
3 168
2 977
3 061
3 038
2 881
2 993
3 168
3 160
3 157
3 199
3 150
J 115
3 149
3 098
3 100
3 148
3 168
3 166
2 728
2 947
1 484 413
317 000
3 507 621
329 867
62 887
109 444
78 409
1 047 234
119 976
50 232
245 186
903 301
832 820
284 953
58 084
137 370
379 169
2 075 019
1 499 108
670 071
61 837
149 748
455 775
94 889
44 151
234 584
25 260
33 417
399 410
69 575
24 220
782 115
63 155
834 236
24 272
434 955
.1
2 718 013
»0
.7
4 003 822
1
2 845 978
•9
2 937 892
.8
1 625 J91
1
1 264 072
.3
1 806 621
.3
3 101 136
8
1 103 085
.0
717 324
5
1 634 517
.1
1 906 310
2
2 5S3 975
5
2 634 143
6
940 174
3
2 152 646
.2
3 951 848
6
3 395 490
9
3 257 691
3
( 2 969 365
*4
2 226 830
3
2 696 010
.3
2 1V2 909
.5
2 206 000
.5
* 801 305
6
»93 234
5
2 035 255
.3
3 213 875
.1
3 991 557
9
816 048
1
4 476 8J9
2
2 256 136
1
7 244 628
5
1
2 693 696
4 546 405
11 489
54 0
77
41
.7 1 672 260
022
55 814
238 0
47
111
.6 1 002 169
104
27 513
112 0
78
87
.5 c;-' 391
106
12 909
92 0
94
86
•1 (
23 935
107 0
96
102
028
46 494
66 0
88
58
*2 ( 2 67* 954
34 995
96 0
94
90
■3 (
175 107
115 0
89
103
.9 3 365 218
031
129 628
102 0
99
101 3
.2 2 810 162
036
86 869
240 0
99
237
.6 2 055 ej8
115
165 005
230 0
60
137
.3 1 993 U7
069
98 738
426 0
52
220 13
.3 1 50s 0;3
146
34 655
86 0
99
85
.7 861 523
098
81 981
227 0
44
100
.3 992 691
101
514 844
125 1
01
127 4
.0 3 211 311
039
1 999 766
218 0
88
153
.0 4 014 097
C48
19 007
127 0
62
79
.1 584 295
135
1 412 116
215 1
03
220
.8 2 705 4<7
081
96 148
380 1
01
383 1
.0 1 404 2?2
273
134 506
68 1
13
77
.1 3 247 5»«
024
375 685
66 0
75
49
.4 2 614 964
019
222 059
88 0
84
74 3
.0 4 130 0?6
018
40 439
197 1
03
202 6.8 1 254 844
161
26 173
133 0
93
124 4
.0 591 096
210
6 671 032
3 566 706
2 118 lis.
2 2U7 5tt7
2 033 656
Col.j derived by dividing Col.? Table A by Col. 8 of eane teblo.
Col. 4 1b totel of columnB 2 and 4 of Table A.
Col .5 derived by dividing totals of columna 2 and 4 of Table A by Col. 8 of i
Col. 6 ie weighted average of coata ehown in columns 3 and 5 of Table A.
Note: Compiled frcn annual reports of Claee I Hailwaya to the Interstate Coi
SIS
the rail
>e were
herwise
I blocks
3 which
!ss rodi.
I blocks
; unable
n track.
II gone.
1 anchor
'his type
,g scr.w
became
)ok bolt
;ount of
account
two end
1933, on
cted the
account
together
istenings
but the
)rners of
the con-
haps an
s period,
low that
urs.
:ping the
; average
NUMBER AND AOGflSGATE COST OF WOODEN CH05S Tli RENEWALS PKH «ILE OF UAIHTAIfJED TRACK AND RATIO OF *OODEH CROSS TIE RENEWALS TO TOTAL WOODSN CROSS TLiS IN KAIiWAIHED TRACK
Claas I roadB in the United Statea and large Canadian roada, by yaara, and for the average of the five yeare l^ji to 1935 incluaiva
Hote; All figureo are exclualve of bridge and awltch ties.
I tiB renewals p-- -airt .ood-n «rn«» ti« r-«*,
nadian Nat. Lines in New Eng.
Mdian Pacific (linoe in Me.
3fldian Pacific (linos in Vt.
ntral Vermont
Lne Central
IT York Connecting
s York, New Haven 4 Hartford
Grand Trunk 1
New Jersey 1 New York
New York Central R.R.Co.(Bee
Men York, Chicago * St.Louia
Hew York, Susquehanna 4 Weatf
Pare Siarquetts
Pittsburgh 4 l^ke Erie
Pittsburg 1 Shawmut
Pittsburgh 4 Jest Virginia
Pittsburg, ShaWQut 4 Northen
J^abaah
■3
.7
.6
.8
3
3
3
b 3
1 8
7 3
6 4.3
8 10.6
5 3.8
2 2.7
.3
• ?
•5
■ •)
2
3
7 4
8 4
9 1
4 3^2
1 4.2
8 4.5
8 1.6
■}
.6
.8
.7
.2
• 9
.9
'.9
■ 9
.3
.1
2
5
2
2
2
9
6
4 5
8 2
5 2
7 2
5 3
1 4
3 10
5 5
3 5
S 2!l
4 4.6
7 4.1
4 4.0
3 2.3
8 2.4
9 3.3
0 ois
3 7.9
9 4.7
9 5.6
Central R.R.af Hew Jeroey
Chicago 4 Eastern Illinois
Chicago 4 Illinois Midland
Chicago, Indpls. 4 Louisville
Detroit .Toledo 4 Ironton
Elgin, Joliet 4 Baatern
Illti
Long Island
nal
Stbten Island Rapid Transit
ffaatern Maryland
Wheelijig 4 Lake Erie
POCAHONTAS REGION;
Norfolk 4 Western
Richmond, Fred. 4 Potomac
Virginian
SOUTHERN REGIOJ;
Alabama Great Southern
Atlanta 4 West Point
Western Ry.of Alabama
Atlanta, Biromighani 4 Coast
Central of Georgia
Charleston 4 'tfeater:
Cincinnati, New Orlei
Clinchfield
Columbus 4 Greenvil
Florida East Coaet
Georgia R.R .
Georgia 4 Florida
lorgia
Gulf
: Ship Island
Gulf.iiobile i
lUii
,tral
Yazoo 4 yiss. Valley
Louisville 4 Nashville
^Jiseissippi Central
Mobile 4 Ohio
Nashville, Chatt.4 St.Louia
New Orleans 4 Hortheaatem
7 2.3 3.0
2 2.0 2.3
6 13.4 8.1
3 2.0 2.2
1 1.8 1.8
.9
.8
.6
9
2
0
5
5
9 5
5 4
6 5
3 5.
•1
3
6
6
1 6.'
.2
9
0
3
5
7
10
3
9
7
3
8
2
6
8
3
5
0 ll!
6 6.
9 4.
6 5.
J a.
5 4.
0 5.
1
0
8
1
7
10
0
a
9
9
6
3
6
10
5 4.
9 4.
3 4.
9 4.
0 9.
7 7.
0
0
9
6
2
2
13
11
10
3
5
7
0
5
12
12
6
8
9
1 6.
7 10.
1 11.
2 7.
7 9-
2 9.
515
the rail
se were
therwise
i blocks
0 which
iss rods.
1 blocks
; unable
tn track.
,11 gone.
[ anchor
'his type
.g scr.w
became
)ok bolt
:ount of
account
two end
1933, on
cted the
account
together
istenings
but the
irners of
the con-
haps an
s period,
low that
jrs.
;ping the
; average
NUUESR OF AGGREGATE COST OF lOODEN CROSS TIS RENEWALS PER UI1£ OF UAIMTAIMED TRACK AND RATIO OF *00D5N CROSS TIE RENEWALS TO TOTAL fOODEN CROSS TliCS IH UAIKTAIHBD TRACK
Claas I roado in th« Unit«d StatOB and largo Camdian roada, by yeara, and for th« averaga of tha fira years 1931 to 1935 Incluaivo
Note: All figures are exclualw of bridge and awltch tiea.
per mile of maintained track
1931 1932 1933 1934 1935
per mile of maintained track
1931 1932 1933 1934 1935
NORTKffESTSRN REG I CM :
Chicago * North Weatem
Chicago Groat Beetern
Chicago, Milwaukee, St. Paul i
Chicago, St. Paul, Minpla.* Ci
Eruluth.Uisaaba 4 Northern
Duluth, South Shore ft Allan'
Duluth .Winnipeg 4 Pacific
Great Northern
Green Bay 4 tfeatern
Lake Superior 4 lebpeming
Uinneapolie 4 St. Louie
Uinnaapolia.St .Paul 4 S.S.I
Oregon-Washington R.R.i tJai
Spokane International
Spokane, Portland * Seattle
10.5
3.5
11.8
Chicago, Burlington 4 Quincy
Chicago, Rock leland 4 Pacific
Chicago, Rock Island 4 Gulf
Colorado & Southern
Denver 4 Rio Grande Veetern
Denver 4 Salt Lake
Fort »orth A Denver City
Los Angelea 4 Salt Lake
Nevada Northern
Northweatorn Pacific
Oregon Short Line
St .Joseph 4 Grand Island
San Diego 4 Ariiona Eastern
Southern Pacific Co.- Pac.Line
Toledo, Peoria 4 Bestsm
Union Pacific
Utah By.
SOUIHBESTERN REGION:
Burlington-Rock Island
Fort Smith 4 Western
Fort Sorth * Rio Grande
Gulf Coast Lines;
Beaunont.Sour Lake 4 Western
Nev Orleans .Texas 4 Uexico
St. Louis, Brownsville 4 Uexic
San Antonio, Uvalde 4 Gulf
International-Great Northern
Kansas Ci4y Southern (see note
Uidland Valley
lasSDuri i Arkansas
MiSBOuri-Kansas-Tox^s Lines
UiSBOuri Pacific
Oklahoma City- Ada-Atoka
St.LouiB-San Francisco
St. Louis, San Fran. 4 Texas
St. Louis Southwestern Linss
Texas 4 New Orleans
Texas & Pacific
Wichita Falls 4 Southern
I ROADS;
Canadian National {see noti
Canadian Pacific (see note;
Temiskaming 4 :ior. Ontario
r
itatamsnt applies to Claee 1 roads and includes consolidated data for
BaltijTiore 4 Ohio - includes Buffalo, Roc
New York Central - includes Ulster * Delaware.
Penneylvania - includea West Jersey 4 Seashore up to and it
Penna. -Reading Sei-shore Linas - includea Atlantic City and
Figures stoma are for Atlantic City R.fl. only, 1931-1932 inciusiv*
Gulf .Mobile 4 Northern - includes New Orleans Great Northern.
I>^luth,Uissabe 4 Northern - includes Duluth 4 Iron Range.
Atchison, Topeka 4 Santa Fe - incluaes panhandle 4 Santa Fe and Gulf,
Kansi
ity :
eludes Texi
I England, Grand Tn
L Duluth, Winnipeg 4 Pacific
Bureau of Railway Economici
Washington, O.C.
June, 193 &•
Ties SIS
it was necessary to slot the angle bars to fit the rail clips at the joints so that the rail
could be properly fastened.
Forty-seven of the Bates reinforced concrete ties were marked 1911. These were
made with truss rods, cross stays, wear plates and hook bolt anchor plates.
Five of them were marked A. 1911. These did not have the truss rods but otherwise
were the same.
Five of them were marked B.1911. These were provided with tapered wood blocks
that were driven into the tapered opening from the bottom of side of the tie into which
a lag screw was inserted for rail fastenings. These five ties did not have the truss rods.
Five of these ties were marked C.1911. These were provided with the wood blocks
for lag screw fastenings and were provided with the truss rods.
In regard to the wear and service of the differently constructed ties, we were unable
to see any difference as all of the ties were practically the same when removed from track.
The concrete was worn or cut so that the rail was riding on the reinforcing rods.
The tie plates or wear plates, as called by Mr. Bates, were practically all gone.
These plates originally were only ^-in. thick.
Fifty-two of the reinforced concrete ties were provided with hook bolts and anchur
plates. Hook bolts and steel tie cUps were used to fasten the rail to the ties. This type
of rail fastening was very satisfactory.
Ten of the ties were provided with tapered wood plugs into which a lag scr.w
was inserted. This type of fastening was satisfactory until the wood blocks became
decayed, it being necessary to renew some of the blocks. However, the hook bolt
fastenings were very badly rusted away when the ties were removed.
Two Bates concrete ties were removed from the track July S, 1930, on account of
the concrete being broken under the joint caused by joint being battered.
Four Bates concrete ties were removed from track on August 18, 1931, on account
of concrete failing under the rail and the connecting rods that connected the two end
blocks together were rusted away.
Two of the Bates concrete ties were removed from the track on July 3, 1933, on
account of concrete failing under rail joint and the connecting rods that connected the
two concrete blocks together were rusted away.
Fifty-four Bates concrete ties were removed from track on May 12, 1936, on account
of the connecting rods or reinforcing rods that held the two concrete blocks together
being rusted away so that there was danger of the track spreading. The rail fastenings
were also pretty well rusted away.
There was one derailment on this piece of track. I do not have the date but the
caboose was derailed and pulled over all the concrete ties. This nicked the corners of
the ties slightly, doing practically no damage to the ties.
Our records show that we spent a total of 26S hours surfacing track where the con-
crete ties were installed. We have no record between 1913 and 1921 and perhaps an
estimate of about 190 hours would be about right for surfacing track during this period.
This would make the total 455 hours for surfacing track. Our records also show that
we spent 214 hours renewing fiber plates. Labor for removing the ties is 37 hours.
The Bates concrete ties gave very good service. We had no trouble in keeping the
track in good line and surface. The traffic on this track is very heavy but the average
speed would be between fifteen to twenty miles per hour.
516 Ties
( Appendix C
(6) BEST PRACTICE FROM THE MANUFACTURE OF THE TIE
TO ITS INSTALLATION IN TRACK
H. R. Duncan, Chairman, Sub-Committee; R. S. Belcher, W. J. Burton, B. D. Howe,
J. H. Lauderdale.
This assignment contemplates assembling data developed by several committees and
adopted as recommended practice by the Association, together with other information,
for ready reference as approved procedure in handling ties from the time they are
manufactured to their installation in track.
Rules which are applicable to all conditions and result in most economical practice
under varying traffic, climate and timber supply are not practicable.
The following subjects are discussed not in the order of their relative importance
but more in the sequence in which the particular problem presents itself from the time
the tie is manufactured until it is used.
Cutting Season
The belief that the sap content of trees is less in winter than in summer is not sub-
stantiated by experiments made in both Europe and the United States, which show that
trees cut in winter have fully as much sap in them as trees cut in spring or summer.
Winter cutting has the advantage that insects and decay are inactive during cold
weather. By the time warm weather comes, timbers cut in winter are out of the woods
and partly seasoned, so that resistance to infection is increased.
However, winter cutting is not always possible, owing to climatic or other condi-
tions, and it is therefore necessary in most sections that ties be cut throughout the year.
Entirely satisfactory ties have been and can be produced during any season if proper
precautions are observed.
Specifications
Ties should be purchased and manufactured in accordance with AREA standards,
which specifications were developed with the objective of assuring the greatest economy
in wood utilization.
Manufacture
It is important that ties be manufactured and moved from the woods as soon as
possible. Conditions in the woods are conducive to the rapid development of decay,
and in ties permitted to remain in there it is probable that decay spores will have started
to grow.
Piling in Woods
Ties should never be piled directly on the ground. Forest soil is alive with fungi
and moist enough to infect quickly any wood in contact with it. When it is necessary
to stack ties in the woods, they should be placed on sound foundations well off the
ground and well ventilated. Careful handling in the woods is of very great importance,
because a large amount of subsequent decay is attributable to infection there.
Ties Delivered at River Landings or Railroad Stations
After ties are manufactured in the woods, they are usually delivered for inspection
at river landings or on railroad grounds. While awaiting inspection and shipment, they
should be stacked in cribs of 2 and 7 to facilitate inspection. They should be stacked on
Ties 517
foundations of sound material placed in a dry situation. Foundations should be not les5
than sLx inches high, on ground bare of debris or vegetation over six inches high within
ten feet of any stack, and so well drained that water will not stand under the stacks
or in their immediate vicinity. Decaying wood debris should be thoroughly removed.
The heaping of ties in ricks is conducive to their rapid decay, and any ties so stored
are to be viewed with suspicion. So are ties which have been piled on end.
Transportation
Transporting ties by rail is preferable to rafting or barging them because every time
a tie is wet the opportunity for infection is increased. Ties piled along rivers and trans-
ported in leaky barges are often damaged to a considerable extent by resultant decay.
Since it is not practicable to transport all ties by rail, extra precautions should be
observed in the handling of any ties moved by water.
Ties shipped in closed cars should be unloaded promptly during periods of high
humidity and temperature. To avoid the risk of decay developing under such condi-
tions, some railroads use for production along their own lines specially-designed open
cars.
Inspection
All ties should be inspected before they are accepted. They should be inspected
promptly after they are manufactured or delivered to loading points so they may be
moved promptly to treating plants. All accepted ties should be so branded as to indi-
cate not only their ownership but the Size accepted and the identity of the inrpcctor
responsible.
Seasoning before Treatment
Wood has to be conditioned before preservative treatment. Air-seasoning is prefer-
able for ties of most woods as they treat best after such preparation.
The seasoning period depends on the species of wood, time of the year cut, location
of the seasoning yard, temperature, rainfall, humidity, and wind velocity, and therefore
no definite length of time can be established.
Ties stacked for seasoning should be closely watched, so as to insure their treatment
before they decay.
Ties of one species cut at approximately the same time should be stacked together.
Otherwise it is probable that some of the ties in a stack may deteriorate before the others
are ready for treatment.
Tie seasoning yards should be well-drained to permit rapid runoff of rainfall and
be so graded that water does not stand in low spots. They should be kept free from
vegetation and decayed wood. Ties should be stacked in such a way as to permit free
circulation of air, with the minimum bearing of one tie on another. The particular
method of stacking best adapted to seasoning yard depends on such factors as species
of wood, yard site, weather conditions, and on whether the dominant defect is decay or
checking. The spacing will depend somewhat on the average humidity of the location,
but nowhere should any tie touch another in a layer; a space of 3/2 to 4 inches should
be left between adjacent ties. Stacks should be sufficient distance apart to permit effec-
tive inspection of seasoning, so that evidence of decay may be readily detected. Sills
of non-decaying materials should be used as foundations for ties stacked for seasoning.
The bottoms of the lowest ties in the pile should be at least 6 inches above the ground.
Ties should be treated promptly after they have been sufficiently seasoned.
Faulting the ties with creosote where they bear upon each other is a protection
against the decay at contact points known as "stack burn".
518 Ties
Anti-Splitting Devices
All hardwoods prone to split should have inserted in their ends anti-sphtting devices
so placed as to cross the greatest pessible number of radial lines, and in sufficient number
in each end to be effective.
If the application of an anti-splitting device is postponed until large splits have
developed, it is good practice to accumulate such ties prior to treatment, squeeze the
split ends and apply bolts or dowels to hold the parts together. The type of anti-
splitting device used on these excessively-split ties is dependent upon the character of
the tie and of the split.
Machining
To insure even support of the tie plate and penetration of the preservative around
the spike hole and under the tie plate, usually the first places of infection in ties, ties
should be adzed and bored just prior to treatment. Woods which resist the penetration
of preservatives should be incised to provide treatment to an effective depth.
Treatment
All ties should be treated in accordance with the specifications of this Association.
The determination of economical treatment involves careful and complete studies of the
wood available; preservatives available; type of track structure; amount and speed of
traffic; weight of equipment; as well as the climate, rainfall, and drainage.
Creosote and zinc chloride, conforming to AREA specifications, are effective wood
preservatives when properly used, alone or in mixture with coal-tar or petroleum in
various proportions.
The quantity of preservative used should assure the freedom of the ties from decay
for as long as they are strong enough to serve their purposes, and it is very likely that
the mechanical destruction of ties treated with ample quantities of effective preservatives
is retarded because the surface is protected for a longer time against the entrance of
decay and the drying of the wood structure to the extent that its fibers break and
"broom". Consideration should also be given to the need for more preservative in woods
which can be thoroughly penetrated than in those penetrable to an extent limited by
their proportion of sapwood.
More effective penetration is obtained with an empty-cell (Rueping or Lowry)
process than with the full-cell (Bethell) process with a given amount of retained
preservative.
Borings should be taken from a sufficient number of pieces in each cylinder load to
determine whether or not satisfactory penetration has been secured, and the holes should
he fiUed with treated plugs.
It is essential that ties be grouped properly in order that successful treatment may
be obtained. The species, the proportion of sapwood, the condition of the timber with
respect to its moisture content and wood structure will determine, in general, this group-
ing. Ties of approximately the same size and approximately the same period of season-
ing should be grouped together; green and seasoned pieces should not be combined. Pine
and other coniferous woods should be separated on the basis of the percentage of sap-
wood. Grouping the ties by species or genera gives best results. Thus beech, oak, gum,
loblolly pine, and longleaf pine should be stacked and treated separately. Birches and
maples are examples of the grouping of woods which may be stacked and treated
together.
A phase of wood preservation which often is not given full consideration is the
importance of treating ties when they are ready for treatment rather than waiting until
Ties 519
they are needed for use. If ties are treated when they are sufficiently seasoned, more
satisfactory penetration is obtained, the finished product has less checks, and decay has
had no opportunity to develop. On the other hand, if ties are not treated when they
are ready, there is a possibility of their being either split, checked, casehardened or de-
cayed. For satisfactor>' results from any treating process, ties must be sound and prop-
erly prepared for treatment. Preservatives will not make weak ties strong or restore the
strength of ties that have been weakened by decay. Except in material of small dimen-
sions, the preservative and the heat of the treating process cannot always be expected
to kill all of the fungus growth in infected or partially decayed wood; any fungus
present may continue to grow after treatment, perhaps destroying completely the
unpenetrated interior of a tie.
Selection of Ties for Various Classes of Lines
No definite rule can be laid down that is applicable to all properties or even to the
various lines on any one property, but in determining the policy as to kind of wood,
size of tie, and kind of treatment, study should be made of each individual line, giving
full consideration to the geographical location of the line and its relation to source of
supply of timber, location of treating plant, and amount and kind of traffic which will
move over the line.
Storing Ties after Treatment
Ties which have to be stored after treatment should remain at wood preserving
plants until distributed for use as needed, in order to provide a more flexible supply
than is possible when any surplus is stored along the railroad.
Tie Renewals
The determination of the number of ties to be renewed in any given year and the
particular ties to be renewed is of the greatest importance. Because of differences in
organization and other conditions on difterent railroads, no one method can be said to
be best practice. Some of the principles and objectives which will assist in obtaining
desired results are given herewith.
The total number of ties to be renewed in any year can best be determined from
careful inspections of the track rather than from statistics. Only rarely is it that the
number of ties required to fully rrlaintain the track is the same as the renewals of the
year previous or the average renewals over any period. This is particularly true where
the change from untreated to treated ties has occurred in less than about one hundred
years which means that the point of uniform renewals has not yet been reached on any
American railroad. In most cases where creosoted ties are in use, the road is still on the
downward side of the normal renewal curve. Some roads, however, have passed the low
point of the first cycle, and to just maintain track in any given year, greater renewals
are required than the normal for the year previous.
Whatever the scheme used for inspection and the selection of ties to be renewed, it
should be so planned as to produce a record of the required ties from the system view-
point, as distinguished from the more limited horizon of the section or division. The
more men involved in making the inspection, the greater the need for care and training
to insure consistency and uniformity in their procedure and conclusions, and so avoid
waste on the one hand or insufficient renewals on the other. The determination of which
ties will not last another year under the local conditions obtaining is a most difficult
task at the best, and over a period of years improper tie renewals may prove to be very
costly or even disastrous. No one feature of roadway maintenance requires greater care.
520 Ties
Many roads indicate the individual ties to be renewed by some mark or spot on the
tie or rail, and then require close adherence to the inspection when renewals are made.
Other roads determine the number of ties to be renewed on any given section by a
similar inspection, but allow the foreman considerable latitude when renewals are made;
that is, in selecting which ties are to come out, though usually requiring close adherence
to the total number authorized.
A detailed inspection and record by telegraph poles, or other short sections having
easily-recognized landmarks, is a considerable aid in unloading ties close to where needed
and thus avoiding unnecessary and costly extra handling.
Care of Ties after Treatment
It is important that treated ties be handled carefully and in such a way that the
protective layer of preservative impregnated wood will not be broken and the unim-
pregnated wood underneath thus exposed to decay infection. This protective layer is
only a small fraction of an inch thick on the surfaces of ties having exposed heartwood
which resists penetration. A puncture made by the use of a sharp tool such as a pick
or shovel blade may afford the opening through which decay can enter and start the
destruction of the non-impregnated part of the tie. The decay failure of creosoted ties
is very largely due to the decay of the non-impregnated centers through infection intro-
duced after treatment through accidental punctures, through seasoning checks which
occur or enlarge after the tie is in track, or through or around spike holes where spikes
have been driven elsewhere than in pre-bored holes.
With many hardwoods, it is not economically possible to secure deep or complete
penetration of preservative into the heartwood, so that care to avoid puncture is of
great importance. Tie tongs should be used.
Ties should be adzed only when necessary. In cases where it is necessary, such as
where rail is relaid with change in size of tie plate, the work can best be done by machine
rather than by hand. In all cases where ties are adzed the adzed surface should be
swabbed thoroughly with creosote, preferably hot.
Spike holes should be reused, or be plugged with treated tie plugs, excepting that
prebored holes into which spikes have not been driven should be left unplugged.
Ties which have been damaged by derailment should be adzed to remove the
crushed fiber and creosote (preferably hot) applied to the adzed surface.
Less damage will occur to the ties if tie plates are of design which will seat on
application without the necessity of being seated by impact from traffic. Such plates
will also result in better riding track. Tie plates should be of sufficient thickness and
area to spread the load over the ties so that plate cutting will be reduced to a minimum.
Treated tie should be placed in track with the surface nearest the pith down or,
if the pith is central in the tie, with the wider surface down.
At locations where ashpans of locomotives are emptied, ties are likely to be de-
stroyed by burning. This damage can be materially reduced by covering the ties with
sheet metal.
Ties 521
Appendix D
(8) EFFECT OF DIFFERENT KINDS OF BALLAST ON
LIFE OF TIES
W. C. Bolin, Chairman, Sub-Committee; H. F. Brown, R. E. Butler, H. R. Clarke,
S. B. Clement, R. L. Cook, P. A. Kerwin, C. S. Kirkpatrick. F. M. Robb, J. W.
Tate, S. Thorvaldson, C. D. Turley.
This subject was assigned to Committee II — Ballast in 1932 and reported by them
in Volume 34, pages 528 and 529 of the Proceedings. It was assigned to Committee III
—Ties in 1935.
The report of the Ballast Committee appears to be a fair presentation of present
opinions, and the conclusion that a somewhat greater age will be attained by the average
tie on stone ballast than on gravel ballast under identical roadbed, rail and traffic con-
ditions is concurred in. At the same time, in fairness to the many miles of good track
with good ties on good well drained ballast of other kinds than stone, we cannot agree
that the degree of damage is as great as might be assumed from the comparison shown
on page 529 of the 1933 Proceedings.
Consideration was given to the preparation and submission of a questionnaire, but
it is believed that this would only gather more opinions rather than supported facts. It
is realized that to be of value this report should be supported by facts and not mere
opinions, but your Sub-Committee knows of no Maintenance, Research, Chemical or
Treatment Engineer who has gone into this subject deep enough to have accumulated
and prepared data to support his judgment. A judgment based upon experience should
be subjected to some check by records, but it is doubtful if much could be proved or
disproved by existing records. To positively develop the facts would require carefully-
kept detailed records over a long period.
The following is a resume of the information collected by the Committee, and the
conclusions reached on this subject.
Chemical
Apparently no injurious chemicals are present in smelter slag, blast furnace slag,
limestone, trap rock or gravel. Chats contains chemical apparently not injurious to ties,
but deterrent to weed growth, which is beneficial rather than harmful to tie and track
conditions. Cinders contain chemicals not destructive to ties, but destructive to the
cinders, which become foul, provide improper drainage and tend to cause salt preservatives
to leach.
Physical
(1) Sharp-edged ballast, such as smelter slag, does wear the surface of ties, but
this abrasion is not a serious matter. All of the mechanical wear that occurs on the
bottom or sides of ties due to the character of the ballast or the surfacing of track by
commonly accepted and approved methods is negligible.
(2) Ballast which retains moisture induces decay in untreated ties and causes ties
treated with salt preservatives to leach and eventually decay. Centerbound track is
more prevalent, and heaving is aggravated, necessitating excessive tamping, shimming
and spiking, which result in undue mechanical damage to the tie.
(3) Ballast which cements easily causes centerbound track and water pockets, and
sets up unusual strain in the tie.
It is recommended that this report be accepted as information and that the subject
be discontinued.
522 Ties
Appendix E
(10) OUTLINE OF COMPLETE FIELD OF WORK OF
THE COMMITTEE
John Foley, Chairman, Sub-Committee; the Committee as a whole.
1.0 Kinds (General)
1.1 Wood
1.2 Substitutes for Wood
2.0 Procurement
2.1 Supply
a. Right-of-Way
b. Off-line
c. Foreign
2.2 Delivery
a. Anticipation of requirements
b. Monthly or periodic quotas
3.0
Specifications
3.1
Preparation — adoption
3.2
Suitable Woods
3.2.]
I Classes and Groups
3.3
Design and Dimensions
3.4
Quality
3.5
Manufacture
3.6
Adherence
Inspection
4.1
Organization
4.2
Instruction
4.3
Marking
4.4
Application of Standards
4.0
5.0 Shipment, loading
6.0 Storage, handling
6.1 Yard sanitation
6.2 Methods of stacking
6.2.1 For seasoning
6.2.2 After treatment
6.3 Protection and insurance
6.3.1 Fire
7.0 Anti-splitting devices
7.1 Types
7.2 Application
8.0 Machining
8.1 Adzing
8.2 Boring
8.3 Grooving
8.4 Incising
8.5 Branding
8.6 Trimming
9.0 Distribution
Ties 523
10.0 Maintenance
10.1 Selection for replacement
10.2 Machining
10.3 Plugging
10.4 Reclamation
10.5 Disposition of discards
11.0 Service Records
11.1 Statistics of annual renewals
11.2 Test tracks
11.3 Effects of ballast, decay, fastenings, plates, shims, traffic
11.4 Comparison of woods
11.5 Surplus or deferred maintenance
12.0 Costs
13.0 Supply, present and future
i
REPORT OF COMMITTEE XI— RECORDS AND ACCOUNTS
C. C. Haire, Chairman;
Anton Anderson,
D. L. Avery,
F. B. Baldwin,
S. H. Barnhart,
A. M. Blanchard,
E. V. Braden,
E. S. Butler,
H. L. Crumpecker,
W. F. Cummings,
V. H. Doyle,
James Erskine,
P. O. Ferris,
W. E. Gardner,
J. H. H.\NDE,
A. T. Hopkins,
W. W. James,
F. C. Kane,
W. R. Kettenring,
C. A. Knowles,
P. R. Leete,
Henry Lehn,
w. m. ludolph,
W. S. MacCulloch,
W. S. McFetridge,
E. W. Metcalf,
B. a. Bertenshaw, Vice-
chairman;
F. J. Nevins,
A. T. Powell,
H. L. Restall,
C. K. Smith,
D. W. Smith,
F. X. Soete,
James Stephenson,
H. J. Stroebel,
D. C. Teal,
A. P. Weymouth,
Louis Wolf,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully presents herewith reports covering the following
subjects:
Group A — Miscellaneous
(1) Revision of Manual (Appendix A).
(2) Bibliography on subjects pertaining to records and accounts (Appendix B).
Progress report.
Group B — General Railway Engineering Reports and Records
(1) Office and drafting room practices (Appendix C). Progress report.
Group C — Maintenance of Way Reports and Records
(1) Recommended practice to be followed with respect to maintenance of way
accounts and statistical requirements (Appendix D). Progress report.
Group D — Construction Reports and Records
(1) Reports and records (Appendix E) . Progress report.
Group E — Property Records and Reports
Methods and forms for gathering data for keeping up-to-date the property records
of railways with respect to valuation, accounting, depreciation and other requirements.
(1) Valuation (Appendix F). Progress report.
(2) Accounting and depreciation (Appendix G). Progress report.
Group F — Accounting Practices Affecting Railway Engineering
(1) Changes or revisions in I.C.C. Classification of Accounts. Progress in study —
no report.
(2)> Methods for avoiding duplication of effort and for simplifying and coordinating
work under the requirements of the I.C.C. (Appendix H). Progress report.
' The Committee on Records and Accounts,
C. C. Haire, Chairman.
Bulletin 393, January, 1937.
A
525
526 Records and Accounts
Appendix A
(A-1) REVISION OF MANUAL
H. J. Stroebel, Chairman, Sub-Committee; D. L. Avery, F. B. Baldwin, E. S. Butler,
H. L. Crumpecker, W. F. Cummings, C. C. Haire, J. H. Hande, F. C. Kane, W. R.
Kettenring, P. R. Leete, Henry Lehn, E. W. Metcalf, A. T. Powell, D. W. Smith,
F. X. Soete.
The principal function of the Committee this year was to collaborate in the revision
of the looseleaf Manual, and to continue studies as to need of revising certain material
now published in the Manual but which requires changes to meet modern conditions.
The Committee has, however, undertaken the revision of the progress profile that
first appeared in the Manual some years ago. The revision was needed to revise the
drafting symbols and to indicate practices now used under present-day conditions. The
Committee therefore submits a revised progress profile as Exhibit 1, with the recom-
mendation that it be included in the Manual.
Appendix B
(A-2) BIBLIOGRAPHY ON SUBJECTS PERTAINING TO
RECORDS AND ACCOUNTS
A. P. Weymouth, Chairman, Sub-Committee; E. V. Braden, F. J. Nevins, C. K. Smith,
H. J. Stroebel, D. C. Teal.
The method followed in compiling this bibliography for the current year is similar
to that of previous years. Each member of the Sub-Committee was assigned certain
periodicals to review and report on important articles, and any new books and docu-
ments of outstanding interest to this Association. We have also consulted the Weekly
Information Letters distributed by the Association of American Railroads.
The following is submitted as a bibliographical review covering the period from
November 1935, to October 1936, inclusive.
BIBLIOGRAPHY
1. Books
"Handbook of Engineering Fundamentals" — O. W. Eshbach, Editor-in-Chief; pub-
lished by John Wiley and Sons, NY. — 1936 — 1081 pages.
"A National Transportation Policy", by Dr. C.S. Duncan, Economist, Association of
American Railroads; published by D. Appleton-Century Co., N.Y.^ — 1936 — 315 pages.
The author deals with the five transportation agencies of railroads, highways, water-
ways, pipelines, and airways. He shows that their economic situation calls for careful
and systematic readjustment in the national interest. He defines principles for co-
ordinating the several agencies, with special attention to merits claimed for government
ownership and operation of railroads.
"Engineering Valuation", by Deans Anson Marston and Thomas R. Agg, of Iowa
State College; published by McGraw-Hill Book Co., N.Y.— 1936— 655 pages.
The authors deal with the basic principles underlying the valuation of properties of
industrial concerns and public utiUties. Although small space is given to the steam rail-
roads directly, the volume is valuable for study and reference by members of our
Association interested in valuation and a short review follows:
Subjects Covered: Valuation and Value; Relation of Industrial-Property Account-
ancy to Engineering Valuation; Industrial Property Mortality Characteristics;
Depreciation Principles and Relations; Methods of Estimating Depreciation;
Depreciation Accountancy; Fundamental General Principles of Engineering
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Valuation; Summaries of Sixty-eight Important Court Valuation Decisions;
Wage and Price Trends and Indices, Construction Cost Indices; Preliminary-
Valuation Examinations, Corporate Structure, History and Accounts; Original-
Cost Value, Reproduction-Cost Value, and Fair-Cost Value, Intangible Values
Known as Preliminary Expense and Going Value; Good-Will Value and Other
Intangibles; Working Capital, Liquid Reserve Funds and Fair Cost Value;
Earning Value, Service-Worth Value, Stock and Bond Value, Final Fair Value;
Valuation of Land; Valuation of Mines, Mineral Deposits and Timberlands;
Valuation of Private Industrial Property; Examples of the Valuation of Private
Industrial Property; Valuation of Public Utilities; Example of the Valuation of
an Electric Utility.
The treatment hits the high spots and gives much illustrative material from actual
practices without critical discussion of the methods used to develop the tables, etc. In
general the book appears to be a good reference volume or cyclopedia on the subject.
However, the section on property mortality continues the work of Iowa State Col-
lege which has been previously published. The thesis advocates reduction of the prob-
lem of mortality to types interpreted by type frequency curves and includes average life
tables. There is a strong tendency to generalize, which may be misleading. The work is
committed to the use of a frequency curve formula for graduation of tables — formulas
given.
The authors advocate a "present-worth actual depreciation principle" dependent on
a factor called PFORR (probable future operation return ratio) which is left to the judg-
ment of the expert. The concept that higher depreciation charges should be made for
older property which costs more to operate and maintain and is less productive may
conflict with sound accounting principles which take account of this factor in the in-
creased charges for operation, etc. This proposal to scrap the straight-line method is
worthy of serious study.
The section on court decisions is up-to-date and a very valuable reference unit on
this important phase of valuation.
The section on price and cost indices covers the theory in a very superficial way.
One feels that too much is taken for granted as to the simplicity of the statistical pro-
cedure and that the necessity for construction of indices for the purpose in hand is over-
looked. However, many illustrative examples from practice are given and are useful
for reference.
2. Periodical Articles, Pamphlets, and Reports of General Interest
"Solving the Railroad Problem", by Riley E. Elgen, Article in Atlantic Monthly for
March, 1936, pp. 298-306. Discusses railroad situation, particularly with reference to
financial burden of present private ownership and suggests a combination of government
ownership with private operation through leases.
"Regulating Transport" — Articles in Engineering News-Record for June 11, 18
and 25, 1936, by Prof. John S. Worley.
"The Interstate Commerce Commission, Volume A — Part III" — by Prof. I.L. Sharf-
man, reviewed in Railway Age November 30, 1935. Covers the Commission's activities,
including valuation, control of organization and finance.
Report on cost finding in railroad freight service for regulatory purposes, by J.H.
Williams, Washington, D.C. — Issued in June, 1936, by Federal Coordinator Eastman.
"On the Railroad", by Col. Robert S. Henry, Assistant to President, Association of
American Railroads, in charge of Public Relations. Published 1936 by Saalfield Pub-
lishing Company, Akron, Ohio — 24 pages. Tells the story of the railroad in simple non-
technical language, describing and illustrating the modern improvements in equipment,
speed, and safety, as well as engineering and maintenance methods.
Records and Accounts 529
"Railroad and Government", published in September 1936 issue of "The Annals"
by American Academy of Political and Social Science, Concord, N.H. The material in
this article, also pubhshed in pamphlet form, was prepared by various transportation
authorities. It recites the status of the railroads and their services in the United States
and some foreign countries, with emphasis on the question of government ownership.
3. Valuation and Accounting
(a) Reports and Regulatory Orders
Interstate Commerce Commission Order, dated December 27, 193S, effective on
January 1, 1936, modifying the classifications of Investment in Road and Equipment,
Operating Expenses, etc. Copies of this Order, in pamphlet form, 18 pages, may be
obtained from the Association of American Railroads. It gives the revisions only in the
titles and text of the modified classification of accounts.
"Uniform System of Accounts for Steam Railroads — Accounting classifications pre-
scribed by the Interstate Commerce Commission, Revised to January 1, 1936". Pub-
lished under date of March 2, 1936, in pamphlet form, by the Association of American
Railroads — 236 pages. This presents in a single volume all of the classifications of
accounts, with the instructions and text pertaining thereto, including the revisions
effective January, 1936.
Railroad accounts and accounting regulation in D.P. Locklin's "Economics of
Transportation" pp. 558-S75, Chicago, 111. — Business Publications, 1935.
Association of American Railroads — Accounting Division. Report on "Railway Ac-
counting Rules", effective November 1, 1936. (Covers largely freight and passenger
revenue accounting).
"Statistical Analyses of Industrial Property Retirements", by Robley Winfrey; pub-
lished under date of December 11, 1935, as Bulletin 125 of Engineering Experiment Sta-
tion, State College, Ames Iowa — -176 pages. This pamphlet is of value to accountants
and engineers who are interested in estimating the probable lives of units of property
by the "survivor-curve" method. (Copies may be had free of charge upon request to
Iowa State College; available for distribution November 1936).
"Railroad Construction Cost Indices"— a revised compilation for the calendar year
1935 compared with previous years; prepared by the Bureau of Valuation of the Inter-
state Commerce Commission and issued July, 1936. These indices summarize the studies
of the Engineering Section of the Bureau and are shown not only for the country as a
whole, but for the eight (8)' regions of the Commission's statistics for railroads. The
indices are of value as indicating trends, but are not necessarily applicable in determin-
ing reproduction costs upon individual railroads. (A previous issue of these cost indices
was mentioned in our report of 1934).
(b) Court Decisions, Affecting Valuation and Accounting Practice
Yonkers Electric Light and Power Company vs. Maltbie, et al., decided Novem-
ber 13, 1935, by the New York Supreme Court, Appellate Division. This was a review
of a temporary rate reduction order of the Public Service Commission and the Court
held the order invalid, citing the language of the Los Angeles Gas and Electric Case
289 U.S. 287, that . . . "where the present value of property devoted to the public
service is in excess of original cost, the utility company is not limited to a return on
cost" . . . , and held that even temporary rates may not be based on original cost alone.
Great Northern Railway Company Tax Case. (297 U.S. 135) Decision rendered
by the United States Supreme Court February 3, 1936, held that the State Board of
Equalization had over-assessed the value of the Railroad's property by not recognizing the
decreased earnings of the road and the depreciated value of its stocks and bonds due
S30 Records and Accounts
to the industrial depression. The Court held that to assess railroad property in 1933
on a basis approximately as high as in 1929 was a gross abuse of discretion and
amounted to a denial of "due process" under the Fourteenth Amendment.
Of interest in this connection is a British decision made about the same time as the
above, and referred to in AAR Weekly Letter 134, dated February 8, 1936, to the
effect that tribunals fixing valuations for tax purposes must take into consideration
changes which have occurred in the economic position of the railways.
Tennessee Grade Crossing Case — Final decree entered May 7, 1936, in the Tennessee
Trial Court, of proceedings originally instituted by the Nashville, Chattanooga and St.
Louis Railway Company which had resulted in the U.S. Supreme Court deciding that
the amount of cost to be assessed a railroad because of a grade crossing elimination must
be determined by the benefits derived by the railroad. When called for final argument
the Stat'e's Attorney General told the Court that he thought the decision of the U.S.
Supreme Court ended the matter, so a decree was entered by agreement confirming the
original decree, that had been reversed by the intermediate courts, to the effect that the
State Law and the Highway Commissioner's Order were unconstitutional.
This decision is of importance to all railroads in connection with the validity of
State Laws and State Public Service Commission Orders requiring arbitrary contributions
towards the cost of grade crossing eliminations regardless of the actual benefits to the
railroad involved.
Cross reference is herewith made to Dean Marston's book entitled "Engineering
Valuation", which contains a section on court decisions affecting valuation procedure.
Appendix C
(B-1) OFFICE AND DRAFTING ROOM PRACTICE
D. L. Avery, Chairman, Sub-Committee; A. M. Blanchard, James Erskine, P. O. Ferris,
W. E. Gardner, A. T. Hopkins, C. A. Knowles, W. M. Ludolph, W. S. McFetridge,
E. W. Metcalf, D. W. Smith, F. X. Soete, D. C. Teal, A. P. Weymouth.
In 1932 the ASA formed the two Committees Z-14 and Z-15 covering "Graphic
Symbols" and "Drawing and Drafting Room Practice". These two subjects were also
assigned to this Committee of the AREA and its Chairman was made AAR representative
on ASA Committees.
After much study a complete revision of previous Graphic symbols was made. This
study was presented to the Association and was subsequently approved. (See Vol. 35,
pages 583 to 602, inch).
The first work on the assignment "Drawing and Drafting Room Practice" was pre-
sented to the Association in Bulletin 373, Vol. 36. It consisted of seven plates of
material covering the subject. This was offered as information.
The following year the Committee presented fifteen plates of material in Bulletin 384,
Vol. 37. This consisted of a revision to the previous year's work and eight additional
plates. The work was offered as information.
This year the Committee has reviewed its previous work and has prepared eight
additional plates. The report now consists of twenty-three plates.
The Committee presents the following plates as information:
Records and Accounts 53J^
Plate 13 — Drawing Nomenclature
Plate 14 — Drawing Nomenclature
Plate IS — Drawing Nomenclature
Plate 19 — Materials — Abbreviations (continued)
Plate 20 — Method of Designating: Taper — Batter — Cant — Slope — Incline and Grade
Plate 21— Welding Symbols
Plate 22— Conventional Welding Symbols for Butt Welds
Plate 23 — Conventional Welding Symbols for Fillet Welds
Action Recommended
The Committee offers for approval and publication in the Manual the following
plates:
Plate 1 — Sizes of Sheets for Engineering Drawings, Forms and Charts
Plate 2 — Sizes of Sheets for Engineering Drawings, Forms and Charts (continued)
Plate 3 — Arrangement of Views
Plate 4 — Arrangement of Views (continued)
Plate S — Arrangement of Views (continued)
Plate 6 — Sectional Views
Plate 7 — Sectional Views (continued)
Plate 8— Typical Titles
Plate 9 — Lettering
Plate 10 — Mapping — Modern Roman Style Lettering
Plate 11 — Lines and Line Work
Plate 12 — Standard Office Practice (revised)
Plate 16 — Abbreviations
Plate 17 — Abbreviations (continued)
Plate 18 — Materials — Gages — Bolts — Nuts — Rivets
532
Records and Accounts
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Records and Accounts
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ARRAHCEIK.T 0? VlS.tS
A. This outline la not Intended to be en exact guide to be folloaed In the preparetion
of engineering drawings but simply tc call forcefully to the attention of thooe
responsivie for the preparation of drBwljtgs the need for eltnpllflcatlon and atanlard-
Izatlon.
B. The third an^le or Amerlean syeteni of orthographical projection shall be ueed, except
as daelgnated below:
(a) Definition: Orthogrephleal projection la the method of representing the exact
shape of an object In two or more views or plsnea generally at rlpht angles to
each other, by dropping perpendiculars from the object to the planes*
C. Drawings may be divided Into two groups.
(a) Issembly (with sectioning).
(b) Dstail and Sections (with sectioning).
D> Generally the assembly shall occupy the first sheet of a series. The detail ahall
follow In order according to size and shape, location on aasanbly or some natural
sequence* All detail ahall be shown preferably In the sanB scale.
E> General arran^ment of views shall be in accordance with Sheet 13.
(a) Sufficient views shall be shown to clearly represent the subject and to allow for
proper dimensiaoing.
(b) DaaiffiBtion and order of usefulneas.
1< Top View.
£. Front View.
3. Side View (Right or Left).
4. Rear View.
5. Bottom Vient
F. The following types Of projection may be used where special conditions require them:
Isometric^ Diametric, and Oblique. In archltectursl drawings; perspective sketohins.
REPRIIITED FROM AIJERICAN STAJtnABD -Z-14.1
ntAVINGB AND DRATTINa ROCH PRACTICE - 1935
Fiqures On Sht*+s-l4-IS
SECTIONAL VIEWS
General -p Sectional views or "sections" should be used when the interior construction
cannot be shown clearly by outside viewa. A sectional view should be made as
if on that view the front part of the object were out or broken eway« The
erposed cut surface of the material is indicated by section lining or eross
hatching with uniformly spaced fine lines. Hidden lines and details beyond the
cutting plane ahould be omitted unless required for the necessary description
of the object.
Symbolic section lining may be used when It Is desired to call speolel attention
to, or to identify certain parts. Reference letters shall be used to indlcste
the heat treatment which the material la to receive.
Cutting Plane - Indicate by a heavy broken line consisting of one long and two short
daahes alternately spaced, and lettered at the enda as A-A - Figure 1. Arrows
are uaed to indlcste the direetion in which the section is viewed* On simple
synmetrloel objecta the heavy line, letters end errowa may be omitted. It is
not necessary that the cutting plane be a single continuous plane, it may be
bent or offset if by so doing the construction can be ahown to better adTsntegs
as for example A-A or B-B Fig. 1. tVhen the cutting plane extends entirely
acroea the object a "full section" la obtalnedi A symmetrical object may be
drawn aa a "half section^ ahoning one half, up to the center line, in section
and the other half In full, Fip. 2,
Revolved Sections - These show the shape of the croes-eection on the longitudinal view of
a part, such aa the arm of e wheel, the cutting plane being rotated in place.
Fig. 3. "Detail aeetiona" ahould be drawn similarly except that they are
placed to one side end often ere made to larQsr acele then the view on which
they are indicated. 3ee Fig. 15 Section B-B.
Records and Accounts
535
®
other types of Seatiotu - 6rokon>out SetMcos ehoild be used where a sectional view of
only a portion of the objeot Is needed, fig. 4, Phentom seotlons or ilotted
sections are outside vlevs fflth the Interior construction sbovn by dotted
crosehetchlng. Ibelr use sonetloss savee the making of an extra Tlev Fig. S.
Section Lining - Section lining should be nade rith light parallel llnee at an angle of
4S degreee with the border line of the drawing and spaced 1/20 1d> (Plate A
profile paper)i Two adjacent parts ebould be sectioned in opposite directions*
A third, adjacent to both, should be sectioned st 30 or 60 degreee. If out In
more than one place the sectioning of eny part should be the same in direction
end apaclngt If the shape or position of the part would bring 45 degree
eectloning parallel or nesrly parallel to one of the sides, snother angle
should be chosen.
Thin Sectione - Sections which are too thin for line seetiootng may be ehovn solid, such
as structural shapes, sheet nstal, packing, gasksts, eto> Where two or more
thicknesses are shown a white line should be left between them. Fig, 6.
Ezceptions - There is one Important violation of the conTentional theory Shlch Is made
In the intereat of clearness. When the section plane passes throng a rib,
web or sloilar parallsl element, section lines should be omitted from those
parts. Fig. 1 and Flga 7. Shafts, bolts, nuts, rods, rivets, keys, pins and
slmilsr parts whose axes lie in the cutting plans should not be sectioned.
Fig. 8.
Vhen the true projeotion of a piece nay be mislesding, psrta such as ribe or
arms should be rotsted until perallel to the plane of the ssotion or projection.
The repressntetion in Fig. 1 and 9, for example,, la preferred rather than the
true projeotion.
Drilled flanges in elsTstton or section should shov the holes at their true
distance from the center rather than the true projection, Fig. 7.
536
Records and Accounts
®
ARRANGEMENT OF VIEWS
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FIG. 3
FIG.7
REPRINT FROM A S A.Z-14 1-1933
538
Records and Accounts
Reprint from ASA Z-14.1— 1935
Records and Accounts
539
(D
TYPICAL TITLES
SCHEME "a"
A^8-35D.LA.
WHEN
REQ.^
REVISIONS
SHEETI0F3
NORTH AND SOUTH RAILROAD
OFFICE OF CHIEF ENGINEER-CHICAGO. ILL
PROPOSED
YARD AND BUILDINGS
RICHMOND
HENRICO COUNTY VIRGINIA
EAST DIVISION
WEST SUB-DIVISION
DATE 2-12-35
DR.- A. B.C.
TR.-J. B. T
CH.-C. H. W.
SCALE 1=200
VALUATION
SECTION
V-ll-D
2334-A
l-B-45
- DWG. NO.
■FILE NO
NOTE:-
TITLE FOR OTHER THAN STANDARD DRAWINGS. THE INFORMA-
TION WHICH IS NEEDED IN A TITLE WILL VARY WITH OFFICE PRAC-
TICE.TYPE AND USE OF DRAWING. ONE (I) REFERS TO FILE CASE ;
B REFERS TO DRAWER OR COMPARTMENT ; FOURTY FIVE (45) RE-
FERS TO POSITION IN DRAWER OR COMPARTMENT
Alternate 5 ca/e
SCALE IN INCHES
3 6 12
18
APPROVALS
NORTH AND SOUTH RAILROAD
OFFICE-ENGINEER STANDARDS -CHICAGO, ILL
STANDARD
SPOT BOARD
DwgNo.
approved:- JUNE 20,19 35
SCALE '/,''= I-O"
A. B. C.
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SHEET I OF 4
J. B. J.
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R-7I4-A
2-B-^
. -__. ^ Traced-^ ChecKeoi-J File No.
TITLE FOR STANDARD DRAWINGS. VARIATIONS IN ORGANIZA-
TIONS AND OFFICE PRACTICE WILL DETERMINE THE INFORMATION
WHICH IS NEEDED.
THE FOLLOWING LETTERS WILL BE USED AS ABBREVIATIONS
FOR CLASSES OF DRAWINGS.
A-BUILDINGS B-BRIDGE E'ELECTRICAL
R-ROADWAY S-SIGNAL T-TRACK
W-WATER SUPPLY
^, „ THE "A" IN DRAWING NUMBER DESIGNATES FIRST REVISION 1
' B SECOND REVISION. ETC^
540
Records and Accounts
®
LETTERING
ln>Vc^i^^\i^^z f u\^ (i^f^ ji'.y4^^
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TYPE
TITLES & DRAWING NUMBERS
FOR SUB-TITLES OR MAIN TITLES ON
SMALL DRAWINGS
FOR HEADINGS AND PROMINENT NOTES
for bills of material, dimensions & general notes
Optional Type Same As Type 4 But Using Type 3 For
First Letters Of Principal Words. May Be Used For Sub-
Titles And Notes On The Body Of Drawings .
TypE\
TITLES & DRAWING NUMBERS
FOR SUB-TITLES OR MAIN TITLES
ON SMALL DRAWINGS
AGREES WITH A.S.A. Z-14. 1-1935
Records and Accounts
541
FOR HEADINGS AND PROMINENT NOTES
FOR BILLS OF MATERIAL DIMENSfONS Qc GENERA L NOTES
OptionalType Same As Type 4 But Us/ng Type 3 For First
Letters Of Principal Words- May Be Used For Sub-Titles
And Notes On The Body Of Drawings.
PlaM A
Prvfile
Paper
MAPPfNG- MODERN ROMAN STYLE LETTERING
CIVIL DIVISION S-STATES,COUNTIES, TOWNSHIPS, CAPITALS, AND PRIN
CIPAL CITIES. (ALL CAPITAL LETTERS.)
ABCDEF GHI JKLMNOP QR
STUVWXYZ&
1234567890
TOWNS AND VILLAGES-FIRST LETTER IN CAPITALS AS PER ABOVE
ALPHABET OTHER LETTERS TO BE LOWER CASE.
abcdefghijklmnopqrstuvwxyz
HYDROGRAPHY -(names of all natural water features) lakes,
RIVERS. AND BAYS. (ALL CAPITAL LETTERS.)
AB CDEFGHIJKLMNOPQR
STUVWXYZ&
CREEKS, BROOKS, SPRINGS, SMALL LAKES , PONDS. MARSHES, AND
GLACIERS. FIRST LETTER IN CAPITALS AS PER ABOVE ALPHABET
OTHER LETTERS TO BE LOWER CASE.
a h cdefghijklmnopqrstuvy^xyz
®
ALL OTHER LETTERING TO BE VERTICAL OR INCLINED GOTHIC
TYPICAL EXAMPLES ARE AS FOLLOWS:
I. MOUNTAINS, PLATEAUS, LINES OF CLIFFS, CANYONS -USE VERTICAL
GOTHIC. (ALL CAPITAL LETTERS.)
2. PEAKS, SMALL VALLEYS, CANYONS. ISLANDS, POINTS, AND BENCH
MARKS -USE VERTICAL GOTHIC -FIRST LETTER IN CAPITALS , OTHER
LETTERS TO BE LOWER CASE.
3. RAILROADS, TUNNELS, BRIDGES, FERRIES, WAGON ROADS, TRAILS.FDRDS,
AND DAMS-USE INCLINED GOTHIC -(ALL CAPITAL LETTERS)
4. CONTOUR NUMERALS, ELEVATION NUMERALS -USE INCLINED GOTHIC
I
AGREES WITH A.S.A. Z-I4.I-I935
542
Records and Accounts
dD
LINES AND LINE WORK
HEAVY
OUTLINE OF PARTS AND BORDER LINE OF SHEET
P LIGHT
PROJECTION OR EXTENSION LINES FOR DIMENSIONS. SECTION
LINING. POINTER LINES FOR NOTES AND SUPPLEMENTARY OUT-
LINE OF PARTS.
MEDIUM
HIDDEN OUTLINES AND SUPPLEMENTARY OUTLINE OF PARTS.
LIGHT
CENTER LINES
IdIMENSION LINES
6.
^k
LIGHT
HEAVY
CUTTING PLANE LINES
BREAK LINES
8
MEDIUM
■ ADJACENT PARTS AND ALTERNATE POSITIONS
9. --
MEDIUM
DITTO- INDICATION OF REPEATED DETAIL
THREE WEIGHTS OF LINE, HEAVY, MEDIUM AND LIGHT, ARE
SHOWN AND ARE CONSIDERED DESIRABLE ON FINISHED DRAWINGS
IN INK, BOTH FOR LEGIBILITY AND APPEARANCE , ALTHOUGH IN RAPID
PRACTICE AND IN PARTICULAR ON PENCILED DRAWINGS FROM
WHICH BLUEPRINTS ARE TO BE MADE THIS MAY BE SIMPLIFIED TO
TWO WEIGHTS, MEDIUM AND LIGHT.
THE ACTUAL WIDTH OF EACH TYPE OF LINE SHOULD BE
GOVERNED BY THE SIZE AND STYLE OF THE DRAWING. THE RELA-
TIVE WIDTHS OF THE LINES TO BE APPROXIMATELY THOSE SHOWN
ABOVE.
THE MAIN ITEMS OR DETAILS WHICH THE DRAWING IS INTEND-
ED TO COVER SHALL STAND OUT BOLDLY IN RELIEF BY USE OF
HEAVY LINES (PER l). ASSOCIATE PARTS OR SUPPLEMENTARY DETAIL
SHALL BE DRAWN WITH LIGHT LINES (PER Z) OR MEDIUM, SHORT
DASHES ( PER 3)
PLAN AND ELEVATIONS OF DETAIL PARTS SHALL BE IN AC-
CORDANCE WITH THE ASSEMBLY DRAWING
AGREES WITH A. S. A. Z-I4.I -I 9 35
Records and Accounts
543
DRAWING NOMENCLATURE— Illustrated by Plates 14 and IS
1. Trimming Edge
2. Border Line
3. Title Block
4. Approval Block (a) Approvals
5. Drafting Room Record Block
6. Drawing No., File No., and Sheet No.
7. Date of Issue
8. Title, Description, or Name of Object
9. Railroad or System
10. Revisions (a) Description of Revisions
11. Heading of Tables
12. Special Reference Notes or Sub Notes
13. Reference No. or Letter
14. Sub Title
15. Dimension Line
16. Center Line
17. Over-all Dimension
18. Sub-Dimension or Intermediate
Dimension
19. Body of Part or Object (Heavy
Outline)
20. Outline of Associate Parts (Light
Line)
21. Pointer, Reference or Leader Line
22. Shade Line
23. Ditto or Repeat Lines
24. Section Lines
25. Invisible Outline
26. Construction Line
27. Projection or Extension Line
28. Table
29. Slope Lines
30. Invisible Part
31. Bill of Material or Material List
32. Radius Line
33. Cutting Plane Line
34. Broken Outline
35. Conventional Symbol
36. General Notes
37. Border Margin
38. Binding Margin or Edge
39. Scales
(a) Graphic
(b) Architects
(c) Engineers
40. Views
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
(a)
(b)
(0
(d)
(e)
(f)'
(g)'
(h)
(J)
(b)
(c)
(d)
(e)'
(f)
Sec Sheet 5
Top of Plan
Front
Bottom
Right Side
Left Side
Rear
Perspective
Assembly
Details of Part^
Sectional Views
(a) Full Section
Half Section
Partial or Broken Out Section
Revolved Section
Thin Section
Phantom Section
Graphic Indication of Various
Materials
(a) Use Conventional Symbols
Specifications
Finish Mark
Finished Dimension or Rough
Dimension
Fit (Dimensions and Tolerances
A.S.A. B.4)
Tapped Hole Threaded Part A.S.A. B.l
Curves and Angles — -Dimensioning
Tapers — Dimensioning
Bolt Thread Symbols
(a) Regular
(b) Simplified
Pipe Thread Symbol
Lettering
(a) Vertical — Inclined — Commercial
Gothic
(b) Upper Case or Caps and Lower
Case
544
Records and Accounts
©
Lettering The objectlre should be to provide distinct, unlfom letters and figoraa vltb
reasonable rapidity* Single stroke com&ercial gothlc letters and figures
should be used* The following aplhabets indicate proper strokes. Vertical
style le preferable for standard drawings, general tables, forms, charts, and
work which requires a more finished appearance* The inclined style (slope £
In 5) is preferable for working drawings, field work, and general lettering
where speed Is an important requisite. Lettering to read frco bottofo or left
aide of sheet as detenoined by the title which is always in the lower right
hand comer of sheet* Height of letters and figures ahotild be specified in
twentieths so as to provide for use of horizontal lines of Standard Plate "A"
profile paper.
WTnenslonlng Dimensions up to 24 inches Inclusive are always giren in inches. OTer 24-
Inch dimensions shall be expressed in feet and Inches. The fraction bar
shall always be horizontal with the work.
Tables, Notes, Tables, notes, and materiel lists to be placed In right hand upper comer of
& Material List sheet*
Forms Forms are used to sssimllete Information for records sjid comparatiTe purposes.
The weight and spacing of lines should be such as to make the totm easily
readible. For example— Making the third and fifth line heavy. Where much
correspondence la expected In connection with the form each column should be
lettered and each line nimibered.
Charts -
Graphs or
Curves
Specifica-
tions
Sheet
Number
Graphs are used where they can Illustrate the relation between variable fac-
tors to greater advantage than numerical tables. The type of graph to use is
dependent upon requirementa. The graph should be boldly executed giving at a
glance the comparison desired.
Drawings shall, specify latest revision of specification. This eliminates
revision of drawing each time speclflcatlos is revised. Specification shall
follow the general order and form of heedings as recommended by the A.H.E.A.
When drawing has more than one sheet, each sheet shall be designated Sheet
blank of blank. In this case it la preferable to have all sheets of the
series the same size.
Symbols and Ma- To be standards, recommended by the A.H.E.A.
tertel Sections
Ueridian To be not less than 2 Inches long and to have letter **N" marked at its north
Line end, but should not be so large as to be conspicuous on drawing. On large
sheets the meridian should be located near the middle of the sheet.
Direction Eastbound and Southbound should be shown toward the right side of sheet end
of Line Westbound and Northbound toward the left side of sheet. Termini shall be
indicated as "^est to Chicago", "East to New York"*
Maps and To show nearest mile post or station, valuation ststion, namaa of all rivers
Profiles and streams, degree of curve on track, and all Information necessary to
identify locality.
RIght-of-Way Of new lines or extensions of present lines to be made on drawing size C and
Maps to be platted continuously from left to right end to further conform to I.C.Ci
Specifications.
Scales Drawings to be made on a sufficiently large scale so that they may be proper-
ly dimensioned. Hight-of-TIay maps shall be made on a scale of one inch equals
100 feet, 200 feet, or 400 feet, as the Importance of the maps may warrant*
Station Maps shall be made on a scale of one Inch equala 100 feet, or in
oompllceted situations one Inch equals 50 feet* Profiles to be on Standard
Plate "A" - one Inch equals 20 feet vertically end 400 feet horizontally*
Peductlon If a drawing is to be reduced the thickness of lines and weight of lettering
on the original sheet should be increased in proportion to the weights desired
on th6 final sheet.
Terras For designation of steel and iron wire gage use ASWG. For copper wire gage
use AWG. Use designation of "Switch Point" instead of "Switch Rail". Use
the term "Joint Bars" Instead of "Splice Bare" or "Angle Bars"*
When It is not desirable to use the words "center line" use symbol (^ .
General Leave sufficient tracing cloth around drawing to provide for thumb tacking to
board. Oq rolled drawings leave sufficient tracing cloth on outside end to
dealgnate file number and drawing number and to serve as a protection in
handling*
Where approval of a drawing Is required the blank for the signature shall be
placed Immediately to the left of the title block and Just above the border
line.
Seotloning to be on an angle of 45 degrees.
Shade Hivet heads when necessary on a 45 degree line*
In general no shade lines are to be used.
© ©
PLATE 14
€Hr-673 -kg)
Gf ^
PLATE 15
-{gH
^
Records and Accounts
545
ABBREVIATIONS
1
WEIGHTS AND MEASURES |
TERM
ABBR.
TERM
ABBR.
Gram
<5r.
Pint
at
Ouace
or.
Qwart
Pound (s)
lb. fr
6a lion
qal.
Pounds Per Square Inch
Hundredweight-
lbs.persoi.in
Second fAr2gle)
sec. or "
cwt.
Minute (Angle)
Degree (Angle >
min.or
Torz
ton or t
degor °
Incfi (es)
in or "
Second (Time)
sec.
Foot or Feet
Yard
ft or '
yd.
Mir2wte(Time)
Hour
mm
hr.
Mile
LmK
Chain.
S<^uare IncK
Sciuane Foot
Sc^uaneYard
mileorm.
Ik-
SCI. in. D,
sg;ft.D'
sc^yd.
Milligramme
Gramme
Kilogramme
Millimeter
Centimeter
Meter
mq
,o> •
kg.
mm.
cm-
m
Perch
Rod
per or p.
rd.orrf
Kilometer
V.rn
Acne
ac.ora.
Cubic lt2Cl7
ca in.
Cubic Foot
cu. ft
Cubic Yard
CLi-Rpersec.
Cubic Foot Per Second
WORK AND POWER 1
TERM
ABBR.
TERM
ABBR.
Brake Horse Pov^er
BH.P
Revo In-f ions
rev
Indicated Horsepower
LHP.
British Thermal Unit
B.T U.
Horse Power
HP
Centigrade Heat Unit
CH.U
Revolutions per mhute
rp.m
GEOMETRICAL TERMS 1
TERM
ABBR.
TERM
ABBR.
Ceaters
crs.
Diameter
dia.ord
Center Line
C.L.or<fe
Radius
radorr
Square
dia^.
Round
rd
Diagonal
Cylinder orCylindrical
cyl.
Longitudinal
lonqtl
Hexagon
hex.
Linear
lin.
Octagon
Oct.
Circumference
circ.
TEMPERATURE 1
TERM
ABBR.
TERM
ABBR.
Cerztiqrade
CorCent
Fahrenheit
P.orFaihr
GENERAL 1
TERM
ABBR.
TERM
ABBR.
Approved
Arrange (ment)
Appr.
Ar.
Externa 1
Lxtrwded
ext
extrd
Approximate
Approx.
Figure
n.
Case Hardened
CH.
Finished
Center of Gravity
C.G
Galvanized
qalv
qen
Govt
Circular Pitch
C.P
General
Checked
Ckd.
Government
Charnfered
Chamf.
Hard Drawn.
H D
Countersink
Csk
High Pressure
Interna!
HP
Drawn
Dr.
in.t.
Drawinq
Dwq
Left Hand
L H.
Diameter
Diana
Low Pressure
LP.
Diagram
^>o^'
Material
rnatl.
Diametrical Pitch.
PD
Mach.incry
mach.
®
546
Records and Accounts
®
GENERAL-
-CONT.
TERM.
ABBR.
TERM
ABBR.
W\&c\z\ne
mach
Right Hand
Schedule
R.H
Maximwru
max-
Sch.
MirairriLim
mi 17.
Sh.eet
Sh
Number
No
Sketch.
Sk.
Passed
Psd.
Spot Faced.
Spotf
Plate (.5+roic+ural Steel
PI.
Specification
Standard
Spec.
Pitch Circle
PC-
54-d.
Reference
Ref
Tinned
Tinned
Reinforced
Reinf
Traced
Ted
Rolled
R.
Weight
wt.
MAPPING AND SURVEY I
TERM
ABBR.
TERM
ABBR.
Angle An.(or) A
Poiat
Pt.
Abutment
abut
Point Intersect/on
PI.
Arcl2
A.
Point of Curve
PC.
Arroyo
BerachMark
Arr.
Point of Tanqency
PointofSpiral ^
Queenpost
Radius
PT.
B,M.
PS.
Blacksmith Shop
Bottom
B.S.
bot
3&
Brancfi
Br.
Railroad
R.R
Brick
b.
River
Riv
Bridge
br.
Road
Rd.
Buildiog Line
Cafch Basin
B.L
Roundl7ouse
R.H
C.B.
Socith.
5.
Cape
C
Street
5t
Cemetery
cem.
Church
Ch.
School House
5.H.
Concrete
con
Saw Mill
SM
Contour
cont
Statioa
Sta.
Covered
cov
Stone
Stn
Creek
cr.
Stream.
Str.
Crossing (R.R.) (Hqw.)
Crossover
Xing-
X'ovg^r
Subdivision
Tangent
TollBate
Subdv.
T
Chord
Ch
TG.
^tc^re,z of Curve
D.
Toll Bridge
Transit Point
TB.
Drug Store
Deflection
D.S
TrR
Def
Trestle
Tres.
East
E.
Truss
tr
Estuary
Est
UnderqradeCros&ing
Unq.Xing
External
Ext.
Water Tank
Ford
f.
Waterworks
Ww.
Fort
Ft
West
W-
Garage
G.
Wood
w.
Gzne-r&l Store
6;S
Azimuth
Az.
Girder
^'ni.
Curb Line
CbL
Grist Mill
Manhole
Mh
Grade Crossing
GXinq
Center Line
C.Lor*.
Iron
I
Island
Is.
Junction
Jet.
King Post
■•^P-
Lake
L
Latitude
Lat
Landing
Life Saving Statioa
Ldg
LS^S
Light h-ouse
L.H.
Longitude
Long.
Mt-Wts
Mountain (s)
Nortl^
N
Not fordable
n.f.
Overh.ead Crossing
Ovh Xinq
Park
P -^
Pier
Pr
Plank
?^
Records and Accounts
547
®
MATERIALS I
TERM
ABBR.
TERM
ABBR.
fERROUS-
Mild Steel
M.S.
Cast Iron.
CI.
Nickel Chrome Steel
Ni.CrS
Malleable Iron
M.I.
Nickel St&el
Ni.S.
Sheet Iron
Shi.
Sheet Stee I
ShS.
Wrouqht Iron
WI.
Spring Steel
Structural Steel
SprS
* Steel (Rolled)
Steel
S^rS
Cast Steel
cs
Machine Steel
Mach.S.
Forged Steel
F.S.
Titamum Steel
Ti.S
Manqanese Steel
Molybde.rzT4m Steel
Mn.S.
Vanadian Steel
v.s.
Mo. 5
NON-FERROUS
Aliiminium.
Al.
Platiatinr
Pt.
• Bronze
Bronze
German Silver
GerSil.
Pbosphor Bronze
PB
Copper
Cu.
Manganese Bronze
Mn.B.
Lead
Ld-
Gunmetai
(bra.
# Tia
Tin
Brass
Br
White Metal
WM
Naval Brass
N.Br
Zinc
Zn.
Rolled Naval Brass
R.N Br
NON-METALLIC
Asbestos
Asb
Ice
Ice
Carbon
C.
Limestone
Ls.
♦ Cork
Cork
• Mica
Mica
*Coai
Coal
Porcelain
Por
Earth
Eth.
Rubber
Ru.
Excelsior
Excl
Sandstone
Sds.
Granite
Gr
Slate
SI.
Glass
Gl.
Hardwood
Hv/.
♦ No Abbreviation Nace-ssa
y
GAUGES 1
TERM
ABBR.
AMERICAN SHEET AND
WIRE GAUGE
A.S.W.G.
BIRMINGHAM WIRE GAUGE
B.W.G.
BROWN AND SHARPENS
AND AMERICAN (WIRE) GAUGE-
A.W.C.
IMPERIAL STD. WIRE GAUGE
S.W. G.
UNITED STATES STD.
SHEET. AND PLATE GAUGE
U.S.S.G.
BOLTS -NUTS -RIVETS I
TERM
ABBR.
TERM
ABBR.
BOLTS
Button Head
B.H.
Machine
M.B
Carnaga,
CarB.
Neck
Nk.
Elliptical Head
Ell ID H
Hex.H.
Oval Neck
O.N.
Hexaaon Head
Lag Efcit
Round Head
RH.
Lao) B
Square Head
S.H
NUTS
Castle
est
Jam
Jam
Cold Punched
C.R
Reaular
Res
Hoxacjon
Hex
Semi-Ftnished
SF
Hot Pre.sse,d
H.P
Thin
Thin
RIVETS
Bi4ttof7 Head
BH
Flat Head
Pan Head Sv/el led Neck
FH. ,
Cone Head
CH
PH.5.N
CountersinR Head
Csk.H
Round Head
RH.
548
Records and Accounts
BOLTS -NUTS-RIVETS |
TERM
ABBR.
TERM
ABBR. 1
COMPOSITION AND
Alloy Steel
f(3iv6 Composition Whe
Carbon Steel
Heat Treated
Hiqh Carbon
TREATMENT
A. 5
n Required \
C5
H.T
HC
Low Carbon L C
Quenched Carbon QC.
Soft Steel 5 T
Wrotjght Iron WI
Note; Do Not Abbreviate Trade
Narr7es Of Steel Compositions
STATES
OF U.S.A.
STATE
ABBR.
STATE
ABBR.
ALABAMA
ALA.
NEBRASKA
NEB.
ARIZONA
ARIZ.
NEVADA
NEV.
ARKANSAS
ARK.
NEW HAMPSHIRE
N.H.
CALIFORNIA
CALIF.
NEW JERSEY
N.J.
COLORADO
COLO.
NEW MEXICO
N.MEX.
CONNECTICUT
CONN.
NEW rORK
N.Y
DELAWARE
DEL.
NORTH CAROLINA
N.C.
DISTRICTOFCOLUMBIA D.C.
NORTH DAKOTA
N.D
FLORIDA
FLA.
OHIO
OHIO
GEORGIA
GA.
OKLAHOMA
OKLA.
IDAHO
IDA.
OREGON
ORE.
ILLINOIS
ILL.
PENNSYLVANIA
PA.
INDIANA
IND.
RHODE ISLAND
R.I.
IOWA
IOWA
SOUTH CAROLINA
S.C.
KANSAS
KAN.
SOUTH DAKOTA
S.D.
KENTUCKY
KY
TENNESSEE
TENN.
LOUISIANA
LA.
TEXAS
TEX.
MAINE
ME
iUTAH
UTAH
MARYLAND
MD.
VERMONT
vf.
MASSACHUSETTS
MASS.
VIRGINIA
VA.
MICHIGAN
MICH.
WASHINGTON
WASH.
MINNESOTA
MINN.
WEST VIRGINIA
W.VA.
MISSISSIPPI
MISS.
WISCONSIN
WIS.
MISSOURI
MO.
WYOMING
WYO-
MONTANA
MONT.
PROVINCES C
)F CANADA
PROVINCE
ABBR.
PROVINCE
ABBR.
ALBERTA
ALB.
•NEWFOUNDLAND
NF
BRITISH COLUMBIA
B.C
ONTARIO
ONT.
MANITOBA
MAN.
QUEBEC
QUE
NEW BRUNSWICK
N.B.
SASKATCHEWAN
SASK.
NOVA SCOTIA
N.S.
PRINCE EDWARD ISLAND
PI
@
Records and Accounts
549
@
METHOD OF DESIGNATING -TAPER -BATTER- CANT- SLOPE-
INCLINE AND GRADE
TAPER -TAPER IS THE DIFFERENCE IN DIAMETER OR WIDTH FOR
A GIVEN LENGTH AND IS USUALLY EXPRESSED IN INCHES PER
FOOT. STANDARD TAPERS, BROWN & SHARPE -MORSE ETC., ARE DE-
SIGNATED BY A NUMBER WHICH FIXES THE THREE DIMENSIONS
-4"
_L
TAPER 3 PER FT
CIRCULAR
FIG 10
SQUARE
FIG. II
RECTANGULAR
FIG.I2
BATTER- WHERE REFERENCEMS TO A VERTICAL DATUM, SLOPES
SHOULD BE EXPRESSED AS A RATIO OF THE HORIZONTAL DIS-
PLACEMENT TO VERTICAL DISTANCE IN WHICH ONE OF THE
VALUES IS UNITY IT MAY BE EXPRESSED IN INCHES TO THE
FOOT THE PREPOSITION'' TO "should BE USED IN THIS CASE AS'
IT0 4 , I'/gTO I
FIG.I5
SLOPE-INCLINE-CANT- WHERE reference is to a horizon-
tal PLANE. SLOPE SHOULD BE EXPRESSED AS THE UNIT VERTI-
CAL DISPLACEMENT IN CORRESPONDING HORIZONTAL DISTANCE
THE PREPOSITION'' IN'' SHOULD BE USED IN THIS CASE
INI8
IN27 OR
1:27
:o'. -c^' •p:o
120
FIG. 16
'/
FIG. 17
♦ GRADE OR GRADIENT-USED IN connection with , railways,
HIGHWAYS, SEWERS, CANALS, ETC., TO REPRESENT THE DIFFERENCE
IN ELEVATION BETWEEN TWO POINTS DIVIDED BY THE DISTANCE
BETWEEN THE POINTS. THIS GRADE IS GENERALLY GIVEN IN PER
CENT, AS 3%,. 1 2% ETC
Note :-Grade ascending in the
direction of chainaqe5hownas+ pi,- .o
and decendinq as -.
550 Records and Accounts
WELDING SYMBOLS
Fii I FT wFi n REINFORCEMENT
. FILLET WELD ^^ ^^^^ ^^^^
{.NEARSIDE XXX -^ X X
2. FAR SIDE -y—y 7 ^ ^^.^^
3.B0TH SIDES \ys^sy V^v^v^
4.FLUSH BOTH SIDES nTffT^
5.FIELD WELD
6. WELD ALL AROUND
\
7. ALL WELDS CONTINUOUS UNLESS OTHERWISE SPECIFIED.
8. SIZE OF A FILLET WELD IS THE DESIGN LENGTH OF ITS LEGS.
9.SIZE,LENGTH,AND C. TO C. SPACING OF INCREMENTS OF INTER-
MITTENT FILLET WELDS INDICATED THUS :3/8-a-6riF STAGGERED
THUS: 3/fl-2'-6-S.
lO.REINFORCED FILLET WELDS INDICATED THUS.'I/8R.
II. DEPTH OF REINFORCEMENT OF BUTT WELDS JNDICATED THUS:
1/8'' DEPTH AND WIDTH INDICATED THUS: l/8'x 3/4''
12. (SEE note) WELDING USED UNLESS OTHERWISE SPECIFIED .
NOTE:- SPECIFY ON STAMP THE WELDING PROCESS MOST EX-
TENSIVELY USED, VIZ :METAL arc, GAS, etc.
SUGGESTED FORM OF STAMP TO BE USED FOR SHOWING
WELDED DETAILS ON DRAWINGS.
@
Records and Accounts
551
CONVENTIONAL WELDING SYMBOLS FOR BUTT WELDS
SYMBOL
SYMBOLS AS USED IN
PLAN AND ELEVATION
METHOD NO. I
Preferable For
All Scales
METHOD NO. 2 ,.,
MayBcUsed ForScalesl^
And Above
METHOD
USED FOR
SECTIONS
-^ ^-^-
REINFORCEMENT ON
NEAR SIDE OF JT
NOTE-l
4<-^>^-^N0TE-3
NOTE-l
NOTE-3
u
-/■ 7^
REINFORCEMENT ON
FAR SIDE OF JT.
£
NOTE-l
y NOTE-3
/ >< / / / ;' /
NOTE-l
NOTE-l
NOTE-3
REINFORCEMENT ON
BOTH SIDES OF JT
NOTE:-This 15 theStd
method of reinforce,menf.
JOTE-I
'A^v'^v NOTE-3
NOTE-2
vtv^V-^V^V
NOTE-l OR- 2
NOTE-l
NOTE-2'
NOTE-3
mm
V U V V
WELD FLUSH ON BOTH
SIDES OF JOINT.
NOTE ■ Or7ly to becjsed
by special permission
^
^TTITnote-s
L^note"
BUTT WELD ALL
AROUND.
NOTE-l
l*^*^^! NOTE-3
BUTT WELD TO BE
MADE IN THE FIELD.
ter^
■ >t X X *■ -A ¥.
NOTE-3
NOTE-l
NOTE - 3
EXAMPLE
DESCRIPTION
\'/a orV i/q
'V y w >
XXKX)^
^X X X
BUTT WELD HAVING A REINFORCEMENT ON NEAR
SIDE l/e'DEEP.IF WIDTH IS CONSIDERED ESSENTIAL
SPECIFY THUS : l/e'xVV'
Tl^ORt
'/sy\y
, .^ ^ORJ '/Q
BUTT WELD HAVING A REINFORCEMENT ON NEAR
SIDE l/a"DEEP AND A l/e'x l/2'REiNFORCEMENT ON
FAR SIDE.
— V16 / Y / / V16
60 SINGLE V BUTT WELD, BEVELED FROM FAR SIDE^;
a3/|6"0PENING BETWEEN ROOT EDGES AND A '/SX
3/4'REINFORCEMENT ON FAR SIDE.
I I P^* *i
BUTT WELD COMPLETELY AROUND THE JOINT HAV-
ING A REINFORCEMENT ON NEAR SIDEJ/s'DEEP.
BUTT WELD TO BE MADE IN THE FIELD WITH A
REINFORCEMENT ON NEAR SIDE , l/e^DEEP.
■=r^
SINGLE V BUTT WELD WITH A '/a REINFORCEMENT
ON BOTTOM OF V.
NOTE--I.GIVE SIZE OF REINFORCEMENT HERE IN TERMS OF DEPTH OR DEP-
TH AND WIDTH. 2. GIVE SIZE OF REINFORCEMENT ON FAR SIDE HERE, IF DIF
FERENT FROM SIZE OF REINFORCEMENT ON NEAR SIDE. 3.MAKE FREE-
HAND SKETCH OF JOINT HERE IF SHAPE OF JOINT EDGES, SPACING OF ROOT
EDGES.AND SIDE FROM WHICH BEVELED, IS NOT OBVIOUS. THE UPPER SIDE OF
THE SKETCH WILL BE UNDERSTOOD AS THE NEAR SIDE.
552
Records and Accounts
CONVENTIONAL WELDINS SYMBOLS FOR FILLET WELDS
SYMBOL
SYMBOLS AS USED IN
PLAN AND ELEVATION
METHOD NO. I
Preferable For
All Scales
METHOD N0.2 ,,
May Be Used For Scalesif
And Above
METHOD
USED FOR
SECTIONS
XXX
FILLET WELD ON
NEAR SIDE OF JT.
[2
\NOTE-l
XXX
D
h
XXXXXXXX
NOTE
\NOTE-l
k
-7 7 7-
FILLETWELDONFAR
SIDE OF JOINT
C^^
NOTE-
/ / /
[2
UUJ.UUJ.J.
n
\ NOTE-I
NOTE-l|«K
FILLET WELD ON
B0TH5IDES0F JT.
^
NOTE-1
\NOTE-J
NOTE-
FILLET WELD ALL
AROUND
NOTE-I
NOTE-2
r^
^ -^NOTE-I
NOTE-I
FILLET WELD TO BE
MADE IN THE FIELD
NOTE-I
XX X
EXAMPLE
DESCRIPTION
> — '-^ V y
S/|gSTANDARD CONTINUOUS FILLET WELD ON NEAR
SIDE OF JOINT.
^^^^
^"STANDARD CONTINUOUS FILLET WELD IZYONG
ON FAR SIDE OF JOINT.
}\lj I I I V \," —
Xl/pR.ORVzR-
\ till
Ug" STANDARD REINFORCED CONTINUOUS FILLET
WELD ON FAR SIDE OF JOINT .
|V-6
8 OR
\l-2V
>R\5___
^/''STANDARD INTERMITTENT FILLET WELD ON NEAR
SIDE OF JOINT HAVING INCREMENTS 2" LONG
SPACED 6"c.T0 C.
OR
■2-6S
7Ws~
^/q" STANDARD INTERMITTENT FILLET WELD ON BOTH
SIDES OF JOINT HAVING INCREMENTS 2\oNG,SPA-
CED 6C.T0 C. ON EACH SIDE AND INCREMENTS STAG-
GERED WITH RESPECT TO EACH OTHER.
^-8
•^q' STANDARD FILLET WELD COMPLETELY AROUND
THE NEAR SIDE OF JOINT.
><xxxxx„orT^
^ <a *W
'V'
VJ STANDARD FILLET WELD TO BE MADE IN THE
FIELD ON NEAR SIDE OF JOINT.
Y«^l ""^8 >Q STANDARD CONTINUOUS FILLET WELD.
note:- I. give size and continuity of weld here. see examples.
2. SHOW symbol for LOCATION HERE . SEE EXAMPLE.
553
.LOWED WITH
CCOUNTS AND
D. L. Avery, E. V.
. M. Ludolph, W. S.
2al, A. P. Weymouth.
t had been doing on
the chart which had
h had been presented
were presented. This
)letion Notice". This
;e of projects, for the
ment, and the Valua-
dates when work is
lied for in Block 27
ually Retired". This
irge of work projects
Department, and the
anting and valuation
furnishes data called
led or Otherwise Ac-
igineer in charge of a
rmation of the Chief
the basis for mileage
form furnishes data
NORTH AND SOUTH
NORTH AND 50UTH RAILROAD ^'^'^^'"'
1
I
n
I
!
s
1
1
4
i'^
i
m
5
t
" e
•
g '.
?
°
E
<
;i
5
?
5-*
5
?i
0 'i
J
=
1
5
3
^
1
E_"
a
P
H
Records and Accounts 553
Appendix D
(C-1) RECOMMENDED PRACTICES TO BE FOLLOWED WITH
RESPECT TO MAINTENANCE OF WAY ACCOUNTS AND
STATISTICAL REQUIREMENTS
W. F. Cummings, Chairman, Sub-Committee; Anton Anderson, D. L. Avery, E. V.
Braden, H. L. Crumpecker, P. O. Ferris, W. E. Gardner, W. M. Ludolph, W. S.
McFetridge, H. L. Restall, C. K. Smith, F. X. Soete, D. C. Teal, A. P. Weymouth.
Last year this Sub-Committee brought up to date the work it had been doing on
this assignment for a number of years by presenting a revision of the chart which had
served as its guide, and which also showed the various forms which had been presented
up to that time. In addition three additional forms in the series were presented. This
year three other forms are presented as follows:
(1) As Exhibit 1 a form entitled "Commencement and Completion Notice". This
form is designed to be prepared by the Engineer in charge of projects, for the
information of the Chief Engineer, the Accounting Department, and the Valua-
tion Department, and, as the title impHes, shows the dates when work is
commenced and completed. The form furnishes data called for in Block 27
(2) As Exhibit 2 a form entitled '^Report of Property Actually Retired". This
form is designed to be prepared by the Engineer in charge of work projects
for the information of the Chief Engineer, the Accounting Department, and the
Valuation Department. It serves as a basis for accounting and valuation
adjustments due to retirement of property. The form furnishes data called
for in Block 28.
(3) As Exhibit 3, a form entitled "Sidetracks Laid, Extended or Otherwise Ac-
quired". The form is designed to be prepared by the Engineer in charge of a
Maintenance Division or of work projects for the information of the Chief
Engineer and the Accounting Department. It serves as the basis for mileage
and other statistics, track ownership records, etc. The form furnishes data
called for in Block 29.
This report is presented as information.
£54 Records and Accounts
Appendix E
(D-1) CONSTRUCTION REPORTS AND RECORDS
Anton Anderson, Chairman, Sub-Committee; B. A. Bertenshaw, D. L. Avery, S. H.
Barnhart, A. M. Blanchard, E. V. Braden, V. H. Doyle, C. C. Haire, J. H. Hande,
A. T. Hopkins, W. W. James, W. M. Ludolph, W. S. McFetridge, A. T. PoweJI,
A. P. Weymouth, Louis Wolf.
General
The Committee first undertook the study of this subject last year and submitted a
tentative report covering sidetrack, bridge, and building records. This year an investi-
gation was made to determine the entire scope of the assignment and what records should
be designed and recommended to the Association as being required by the engineering
department of a well-organized railroad. The investigation of sidetrack, bridge, and
building records was continued and a partial report submitted this year for bridge records.
In addition the Committee recommends, for inclusion in the Manual, a number of reports
and records that were published in the Proceedings as information in 1928.
The following is submitted as information:
1. Outline of Subjects and Records for Study and Report by the Committee
In order to avoid confusion and to facilitate future work, the Committee proposes
to develop a complete schedule of the basic reports and records that should be main-
tained by a well-organized Engineering Department. In such a schedule a detailed list of
reports and records would be given under the following groupings:
(I) Land and Right-of-way.
(II) Roadway (Grading).
(III) Underground Power Tubes.
(IV) Tunnels and Subways.
(V) Bridges, Trestles and Culverts.
(VI) Elevated Structures.
(VII) Track Record.
(VIII) Ballast.
(IX) Fences, Snow Sheds and Signs.
(X) Buildings.
(XI) Water Stations.
(XII) Fuel Stations.
(XIII) Shop and Enginehouse Facilities.
(XIV) Telegraph and Telephone.
(XV) Signals and Interlockers.
(XVI) Roadway Machines.
(XVII) Roadway Small Tools.
(XVIII) Public Improvements.
(XIX) Shop Machinery.
(XX) Equipment.
2. Bridge Records (continuing last year's report)
Last year the Committee submitted a report suggesting a method of recording quan-
tities in connection with construction of bridge masonry work in a tabular form to show
the masonry as built. This year the Committee has studied the numbering of bridges.
Numbering of bridges on individual railroads seems to vary, each carrier having its
own method of numbering.
The majority use the mile and decimal system with prefix for branches or large
divisions, as 126.3, 126.4, and A-126.3, B-126.3, etc., although some carriers omit the
Records and Accounts 555
decimal. Overhead bridges are usually numbered the same way with the prefix X.
Some do not number pipe or culverts under five feet.
Other roads number bridges consecutively beginning with number one at a terminal
and continuing on from this point.
Conclusion
The Committee recommends the mile and decimal system with a prefix for branch
lines and a suffix for overhead structures, numbering all bridges, culverts, trestles,
regardless of size and whether over or under the track.
3. Building Records
The Committee has under way an investigation of various building records, such as
an index of all buildings so as to number individual buildings, records to record in detail
the changes for each structure, but is not ready as yet to submit any definite
recommendations with respect to these records.
4. Forms for the Manual
For a number of years the Committee on Records and Accounts has been studying
and designing forms that are used by each department in connection with recording
property changes. Many of these forms have been submitted to the Association as infor-
mation in past years, but have not been recommended as Manual material. In connec-
tion with this subject the Committee feels that a number of records that were published
in the 1928 Proceedings (Vol. 29) should now be recommended for the Manual. These
forms and records are reproduced as a part of this report, together with the text originally
prepared to explain their use, and are enumerated below as follows:
Page 871 — Exhibit 5 — Report of Quantities in Completed Work.
. Page 878— Exhibit 7— Cost of Property Retired.
Page 904 — Exhibit 15 — Roadway Machines.
Page 911 — Exhibit 24 — Construction Report of Timber Trestles.
Page 912 — Exhibit 25 — Construction Report of Wood Boxes and Pipe Culverts.
Page 913 — Exhibit 26 — Construction Report of Concrete Arches and Boxes.
Page 914 — Exhibit 27 — Construction Report of Steel Bridges.
Page 915— Exhibit 28— Report of Rail Change.
Page 917— Exhibit 30 — Record of Rail in Track by Miles.
Page 918 — Exhibit 31 — Record of Heat Number of Rails in Track.
Action Recommended
It is recommended that the ten forms be included in the Manual.
(b) Final Construction Records — (Exhibit 5)
In collecting, compiling, recording and filing all changes in physical property, it is
essential that a "Final Construction Record" be prepared for each project to show every
detail of the construction work from the start to completion. The construction record
should show a chronological history of the project, progress of the work, difficulties
encountered and all physical features illustrated, with sufficient descriptive matter to
clearly portray the construction as carried out.
Too frequently the ordinary construction practice is to work up data in memorandum
form, prepare sketches, mark up drawings, make cross-sections, working profiles, etc.,
but all this information is many times accumulated in disconnected form whereas the
556
Records and Accounts
S'lie BV»llinohf3
North & Sooth ■Railroad
REPORT OF QUANTITIES IM COMPLETED WORK
„ Valuation SwKon AKE. No..
Location, avs* \Lr Dart of Inventory this KeporT..
Description of ProjecT:
Daiie. WorK Clommenceiof C-omplet^^ rPJt in^erv^ce.
Itenn, Description and Loodtii
Unit Quantity ?V^i;,?l
carrier's own needs and the mandatory requirements justify that a systematic method be
followed in compiling, recording and filing the information so that it will be available
for future reference.
The final construction record should be prepared for each job or project during the
progress of work, so upon completion all the data covering the physical change to the
property will be available.
The record should preferably be compiled on a form of the loose-leaf type, or using
a blanket form that can be adapted to all classes of work. The location and description
of each phase of the work should be shown and the most logical plan is to list in detail
the property change, by the standard units, under appropriate subdivisions, by primary
accounts. This record, if compiled by primary accounts, properly indexed and supple-
mented with maps and drawings, for each building, track, or group of tracks, bridge or
similar subdivision, will answer all ordinary purposes as a record of the construction
performed.
A form to meet the above described purpose has been designed and is shown as
Exhibit 5. For those cases where property is retired in connection with construction
work, a separate form, as shown hereafter, should be used.
Records and Accounts 557
Conclusions
4
Good engineering practice demands a final construction record showing in detail,
units of property added and retired and illustrated by sketches, plans or drawings.
(f) Roadway Machine Record (Exhibit 15)
In recent years the general use of motor cars and improved roadway machines of
various kinds has come into vogue on steam railroads. The investment in this class of
property has grown immensely and the value of each individual unit is sufficient to
require an individual record of the Investment, performance and ultimate life of the
unit; furthermore, this class of property depreciates rapidly, i.e., is worn out, destroyed
in accidents, or otherwise, and to properly maintain the Investment Account an individual
record should be kept for each unit and the Committee suggests Exhibit 15, 8^^ by 14
inches in size, to be used as a looseleaf book record.
(i) Structural Record — Bridges (Exhibits 24, 25, 26 and 27)
Similar to buildings, an individual record for each bridge should be compiled, when
a structure is completed, giving all the physical characteristics and sufficient details, to
give a history of its construction and enough data for valuation accounting and all
estimating purposes. A Bridge Record is best divided into the following sub-divisions:
Construction Report of Timber Trestles (Exhibit 24)
Construction Report for Wood Boxes and Pipe Culverts. . (Exhibit 25)
Construction Report for Concrete Trestles and Arches and
Boxes (Exhibit 26)
Construction Report for Steel Bridges (Exhibit 27)
The Committee recommends the use of the exhibits shown above for valuation
accounting and as a physical record for bridges.
(j) Rail Chart (Exhibit 28)
The Committee submits a form for maintaining records of main track rail changes
which occur with great frequency. The Committee's plan of handling the record con-
templates that the initial record of laying rail on a new line of railroad is shown on the
profile or track chart and that for any subsequent rail changes for main and sidetracks
the attached form be used for each "Authority for Expenditure."
The Committee recommends that Exhibit 28 be used to definitely record the history
and location of each rail change for each "Authority for Expenditure."
(1) Record of Rail in Main Track, and Record of Heat Numbers
(Exhibits 30 and 31)
Within the last few years the Committee finds that the practice of making a field
inventory of the location of each rail in main track has become necessary. This infor-
mation should be developed so as to have a record of all the rails in any one heat, which
has been brought about by the desire to remove or have under observation all rails
when transverse fissures occur in rails of any particular heat.
The Committee has studied the methods used by various carriers and arrived at the
conclusion that Exhibits 30 and 31 represent the best method to develop and record
information as to location of rails of the same heat number.
A
558
Records and Accounts
e^'xli"
gxhibit 24
North 6c South Railroad X>ate.
CONSTRUCTION REPORT OF TIMBER TRESTLES
Bridie No .♦. .....Name of Streamfa)..... AEENo
Date In ServiceCb) Len6thfc) _._Val. Section
Station: From To.....?.. ._ .JjrawincS Mo.Wl
Date WorK Commenced ; WorK Performed nay
Description of WorK(e)-. _
'Tr'eat.'Baiiast Fi ia'or.. '..'.'! '.'.'. F+." W ide."
Mud Sills
Covers
Character; Open DecK.
Pile Framed Bents
Si (5ns Water Bbls.
Hefper Posts
Helper Bents : _
Framed Posts..
Shims -^--
Sub or Lxtra Caps
Guord Timbers .GTT Bolts
Stringers plu 7»I5, 7»lfe, 8»l(D,8'ia,8«lO, IO«ia.
Caps \Z^\zl\Z'-^\'^, 14x14, K»l(o, 12.,l4,l(D,filg.
CoV-bels Cross Bracinq 3'»10,3«lE,3«ia
Posts \Z'tZ ..Sills IZ-XIL
Pile 5t».
BasKets
bbs
O.G. Cut Washers
O.YP.Cv. F.U. Treat.
aYP.Cv.r U. Treat.
O-YRCy-F. U. Treat.
BEriTS
2.0 U Z2 2J
Z^ M ZA. a7 2a 23 30
•ptanel Length
Br. to Or
PostLenq-Hi
Pjjes U. Tr.
Cops
X-Brq<;inq
Cut Off Ft Average Pile Penetration.
Loni^itudinai Brating, U.Treat. _ _
B.R. tolsr sash line Z""* line „.3'"'*line .! —
Backwalls, U. Treat. S.H.Str^e. Ft. lon§ Std.
suMMARV or H^T^RIALS IN P>LaCL
ACCTj \JNlT"
ffniTPCsr
UHn'KRPC|QUANTITVr'"'RgMARKSl5V
Strin'^ers
Cops
X-Rm&ina
Hardware
lea
Ho I la St
Note.;(a^ Show nonne of Sfrett or Highway if applicablt
(bl " first date in transportation service
(ci •• overall length between bocKwalls
0^ If Standard drawing indicate by number
Te) If worK involved grading for raise in grade orexcavation
attach a^i''^ Iff orm showing prof ile. Cross- sections, ate.
(f)Use another sheet or sheets for long bridges
{§) Show origin of material Correct" _
Records and Accounts
559
'•' [
fl
C '
0
fi. ;
T|
£ :
0 •
C 10
fl
f >
0
oA
O
Vo
=
=
=
—
—
—
-
Q
|2u
cc
H"
oo
r 0
2
"S
0^
is
t^u
5
^'^
'4
IT
U
<
¥1
">
UJ
11
ft
<
c
0
-t
L.
U
^
Q
wk
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t- V
UJl
3 £
,5^
-4- 1
^ «^ii
z 2:
b fe ¥
J u-|
f^-^
c-jr
1
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0 r -blx^fS ujjoj. +0 azio
560
Records and Accounts
Size e'i'x II"
Exhibu as
North 8c South Railroad
T>aU
Vol S©c —
CONSTRUCTION REPORT FOR WOODEN BOXES & PIPE CULVERTS.
Bridbe No Name of Stream (a) A.FX.No
Dci+e In Service Size Cbl Leng-th^c^ Drawin^No
Date WorK Commenced WorK Performed b^ .Coniroc^ Dai*
Stat ion (center line)
Description of Worh :
Profll* & Plan of Work
X.
--
—
--
—
—
--
— 1
--
—
--
--
ShowProfilcindicotinj by Doth Lines Old Struct. Rcpl. if anij; alto o section of box indetoil.
SUMMARY OF MATERIAL IN PLACE i
naE
ITEM Acit
UNITS REMARKS
UNIT NIW PCS. PER PIECE QUAMTITY fShow ori«in of MofI ^
-
Hardware
Pipe -Kind
NoteCa) Shownome of Woterwaij, Ditch, Cattle Pass, etc. if applicable.
(b) " Inside Dimensions of Boxes,Diameterof pipeorother necestarij cVioracteristics.
(c) Overall Length giving for pipe* number of pieces ^nd5how under description the
Kind of pipe in detail to identifij monufacturer's t>|pe.
CorrectL
Records and Accounts
561
Size a^'x ll"
Exhibit Zh
North & South Railroad ^ ^
^ Date
* Val.Sec^
CONSTRUCTION RtPORT FOR CONCRETE TRE5TLE5,ARCHESacB0XES.
Bridge No Name of StreamCa) A.F.E.No
Date In Service Station : From .to.. _
Length -Type .BrawinjNo.Cb).....
WorK Commencad ...Contractor.
Description of WorK
.Dote.
UNITS AND ORIGIHOF UNITS AND
MATERIAL UNIT NO. TOTAL MAT! MATERIAL
ORIGINOfJI
UNIT NO. TOTAL MATL
Exeovat-lona 1 Slobs, cu.ud
Each
Dru cu.ijd Reinf. S+ee
lbs.
Wet
Common Folt^worK
Ben+
pir.nj
lin.ft.
Pilintf lln.ft. Uomb.r
MBM.
Hordv4are
lbs.
Water Proof in
g
Rip Bap CO lid. Paint
Cofferaom WalK&Railinj
Lumber MBM. Concrete
cu.gdv
Steel
Ibf C
Hardware lbs. Lumber
M.BM.
Concrete ea^d
:::::=::--!
Note: (a) Show name of Street or Hl^hwatj if applicoble.
(b) • all drowing numbers on re</ers» side if necessary.
tc- Correct.
562
Records and Accounts
s
ize 6'i'xtr
E
)rhibi+27
North flc Soufh Railroad ^ , *
Date
Val.Sec
CONSTRUCTION REPORT FOR STEEL BRIDGES
Bridge INo - Name of Stri.amrQ^ A.F.E.No.
Dafe In Service(b)....
...Length ft) Drawin
4 No.(dL
WorK Performed by
Con+ract
To Date Wo
TDate
Descrip+ion of WorKCe)
■::~::::::";;;":::::'::::.";:::"::^::;::::::::^ i
UNITS a. MATERIAL
UNIT
No.
TOTAL
ORIGIN
UNITS &MATERIAL
UNIT
No.
TOTAL
ORIGIN
FalteworkCNoBentsI
Bent
Structurol Steal
Pilinj
lin.ft
Spans
lbs.
Lumber
MOM
Towers
.
HordwQre
Wrotiron
ExCQVQ+IOri
cu-i^ds
Cast Iron
.
Dri,
Gal. Irori
W.t
RocK
-
MochinerM
FoundQ+ion Piling
linft
Abutm«n+t Piers
Paint Ckind)
<tn\
Concrete
cuudi.
Timber fSoperst)
MBM
Ties
MPM
Cofferdam
Timber
MBM
Guard Rail
Timber
M?M
Wrof Iron
lbs
Rail
G.Tons
Cast Iron
Protection Pier*
Slabs or Deck
Concrete
Cu.ud
Rip Rop
Loose
cu ud
Water ProotinJ
S<l.ft.
Hand Placed
FloorinO
MBM
Pavinj"
s«.ud»
WolKsTRoilin*
1
1
1
hlotetCo) Show name of Street orHighwai) if applicable.
(b) - first date in tronspoptation service.
(c) ■ m detail point betweer< which measured,
(d^ - all drowinj numbers inrolvedon reverse side.
(e) If IVOrK Involved Jrudinj for raise in grade or
•xcavotion.o+tach SHVll" form showinj aprofile
ond cross-sectioris.
(f) Use two ornr»ore sheets for lonj bridges or complicated Work.
Correct
Records and Accounts
563
Size 6}<tx|
Exhibit 28
Dotew-.,
North & Souih Railroad
REPORT OF RAIL CHANGE
AEE Vol. Section Division..
Date Wo rK Commenced ^ Da+e Completed.
Station : From "To _..,
Description of Work'. (a) _. .....__
Yt»R
(b\ Lc
cat, on Bu Mlka
ae Of New Hail Lb;d And ftt.ll R.Vir^d I at,., ir I.m„.[. .^ Milt-j .Int;..! 1
ltt.V..
■
I«
li
■■
19
19
13
19
1*
.
lii»
19
"
13
la
R
Tr<
jtW
0
■> t
0+
: o
■r \
/al
lai
on
on
d
<;v>
sec
l"«
^
.^c
TC^
' 4 Chan^aU
Show bt) SKeteh (M»t It Scqle) SiJeTracK Rail Change*
fiUMH^RV or HAYrt^'AL
Unit NaofUnili Origin
J±er
It^
Unit NttofUnita
Origin
Bflii
Frog 5 _
Sw'TchgsI
An§lg Bqral
Guord Kails
Derqjla
Jointa
BfiEE
S*
e Plates
Rail H races.
xx.
ail Anchors
rpc^s
No»-e(a) Uae. oJd.tlonol ShMt» VVV,«re. Volume, o* WorK r.<,uire
CbiDt+ail of Hall Lgid \n Turnouts To Be Shown
Correct:
564
Records and Accounts
EXHIBIT Ne 30
NORTH & SOUTH R. R.
MILE
DISTRICT. DIVISION SECTION N2 TRACK
RECORD OF RAIL IN TRACK AS OF. 19... RECORDER
RAIL
N?
NORTH OR EAST RAIL
SOUTH OR WEST RAIL
CHAINING
STATION
BRAND
RAIL
SECTION
HEAT N5
LET-
TER
CLASS
CHAINING
STATION
BRAND
RAIL
SECTION
HEAT N»
LET-
TER
CLASS
.
''
•
Records and Accounts
565
EXHIBIT N? 3t
NORTH & SOUTH R. R.
HEAT N'_
DISTRICt DIVISION SECTION N? TRACK
NORTH OR EAST RAIL
SOUTH OR WEST RAIL
MILE
RAILN'
CHAINING
STATION
BRAND
LET
TER
MILE
RfKiLn
„ CHAINING
STATION
BRAND
LET-
TER
t
1
S66
Records and Accounts
(b) Cost of Property Retired (Exhibit 7)
In the handling of the records and accounts in connection with Investment account-
ing that is required by accounting regulations, it is necessary to ascertain or to develop
the cost of property retired by three classifications, as follows:
Property Retired and Replaced
Property Retired and Not Replaced
Betterments
The mandatory regulations require that carriers write out of their Investment
Accounts units of property retired at ledger value (estimated if not known).
As this fundamental principle has only been specified in detail in recent years, the
records of many carriers do not show ledger value for all property classed as "Property
Retired and Replaced" that is retired from transportation service; accordingly the Com-
mittee has deemed it necessary to design Exhibit 7 to fit the various conditions
encountered in attempting to develop the cost of property retired.
Siz« e!t.K»m°l»g»
Exhibit 7
Dots
LoeoTion ancl Description
North & South Rail road
COST OF PROPERTY RETIRED
Voluotionacctior).. AJTE-Mo
Date "Retired - -WasPropertu.Deatroyed, Moved Or Abandoned..
Do+e Originality Cons+rudte-d . — ....Under Aottioriiy No
How were the quantities ond costs ^Iven in stcrtemcrtts belpw obtained?.
Description of \tam
The usual accounting procedure requires that a retirement entry be set up by the
various primary accounts, and, in a like manner, the records that are required by
Valuation Order No. 3 specify that property which is retired be detailed by accounts.
Records and Accounts 567^
Another feature that a carrier's own accounting needs requires is that any retirement
entry not only should show the accounts to be credited but those accounts that are to be
debited; accordingly the need of proper retirement detail is obvious.
It is considered as approved practice that when developing the "ledger value' of
property retired the following procedure is correct:
(1) Ascertain the ledger value of property retired, if shown on the carrier's
books, and if not, as is frequently the case, there should be ascertained
those units shown in the Engineering Report (Interstate Commerce Com-
mission) and estimate the original cost of such units as of the date of
construction.
(2) As it is an accounting fundamental that a unit of property is anything
ordinarily recorded separately in the carrier's Investment Account, such
property which is to be retired that has been recorded on Roadway Com-
pletion Report subsequent to date of carrier's valuation, should be retired
at its actual cost unless the property change is accounted for as a
"Betterment."
The conclusion developed in connection with item No. 1 above and sub-
sequent property changes to the carrier's date of valuation, as reported
under Valuation Order No. 3, should be combined in determining ledger
values, when circumstances require it.
(3) Through the process of maintenance, property changes occur, the cost of
which are not charged to the carrier's Investment Account; accordingly an
inventory or survey of existing conditions, preceding retirement, is usually
necessary as a check of features No. 1 and No. 2 above, and is further
necessary to develop the salvage to be recovered. Any differences that
may be determined between property actually existing prior to retirement
and as estimated, using the principles laid down in paragraphs No. 1 and
No. 2 above, should not be credited to the carrier's Investment Account.
The use of the features and principles described in the foregoing is considered good
practice and has the approval of the regulatory bodies in connection with accounting
and valuation.
Amounts credited to a carrier's Investment Account and charged to "Profit and
Loss" for "Property Retired and Not Replaced" are important in connection with the
Internal Revenue Act, as well as for valuation and other purposes.
This same form is applicable for property retired under the classification of
"Property Retired and Not Replaced."
For that class of property removed from transportation service, classified as "Bet-
terments," it is necessary to use work sheets, or a form to detail units of material that
are replaced with improved units and the form designed will meet that need.
Exhibit 7 as designed contemplates that the report should be divided into appropriate
sub-headings in accordance with the classification of property retired, viz.:
(A) Property Retired and Replaced.
(B) Property Retired and Not Replaced.
(C) Property Retired in Connection with Betterments.
Each of the foregoing classifications should be further sub-divided, when necessary,
to the following:
(1) Property Retired, Charged to "Road and Equipment" when Installed.
(2) Property Retired, Charged to Operating Expenses, or Other Accounts
when Installed.
The statement on this report of "Property Retired, Charged to Operating Expenses
when Installed," is necessary to determine the accounting and salvage recovered. The
statement under heading of "Property Retired, Charged to 'Road and Equipment' when
568 Records and Accounts
Installed," should be the quantities included in the Engineering Report, or Land Report,
broken down in sufficient detail from inventory notes, D.V. Form No. 107, 108, etc., to
which should be added or deducted subsequent detail of property changes as reported
by Valuation Order No. 3, Roadway Completion Reports; therefore the other statement,
consisting of retirements, originally charged to Operating Expenses, should be all other
items not included under this description.
Conclusions
A form is essential to develop the cost of property retired in any system of records
and accounts involving property retirements, and Exhibit 7 is recommended for that
purpose.
Appendix F
(E-1) METHODS AND FORMS FOR GATHERING DATA FOR KEEP-
ING UP TO DATE THE PROPERTY RECORDS OF RAILWAYS
WITH RESPECT TO VALUATION, ACCOUNTING, DEPRECIA-
TION AND OTHER REQUIREMENTS
C. A. Knowles, Chairman, Sub-Committee; S. H. Barnhart, F. B. Baldwin, B. A. Berten-
shaw, V. H. Doyle, P. O. Ferris, W. E. Gardner, A. T. Hopkins, W. W. Tames, F. C.
Kane, W. R. Kettenring, P. R. Leete, Henry Lehn, W. S. MacCulIoch, W. S. McFet-
ridge, E. W. Metcalf, F. J. Nevins, H. L. Restall, D. W. Smith, James Stephenson,
H. L. Stroebel, Louis Wolf.
(1) Valuation
The plan of co-operation between this Committee and the valuation staff of the
Finance, Accounting, Taxation and Valuation Department of the Association of American
Raibroads outlined in the Committee report of last year has been continued. Consid-
eration has again been given to the matter of simplification of valuation work and sug-
gestions and practices have been developed therefrom. A report showing the status of
valuation activities has also been prepared, as a part of the co-operative work.
The simplified practices and the report as to the status of valuation work, developed
during the past year, were presented in a circular issued by E. H. Bunnell, Vice-President,
Association of American Railroads, under date of December 29th, 1936, and sent to the
member railroads of that Association. A copy of the circular is submitted herewith,
in Exhibit 1.
It is recommended that this report be accepted as information.
Exhibit 1
December 10, 1936.
To Officers in Charge of Valuation:
The plan of cooperation between the valuation staff of the Finance, Accounting,
Taxation and Valuation Department of the Association of American RaUroads and Sub-
Committee E>-1, Valuation, of Committee XI — Records and Accounts, of the American
Railway Engineering Association, outlined in my circular of December 10, 1935, has been
continued. During the year consideration has again been given to the development of
simplified practices. At the request of the Director of the Commission's Bureau of
Valuation, it is urged that each carrier study its individual problems and develop with
the Bureau those shortcut methods which in the interest of economy may be put into
effect without impairing proper records. We have received the assurance of Director
Lewis that the Bureau will continue to consider those suggestions that may be offered
Records and Accounts 569
A statement showing the present status of valuation work appears hereafter as
Part I and matters relative to simplified practices as Part II, both of which are
submitted for your information.
In lieu of the proposed ballast accounting order the Association is undertaking a
study of routines and methods that are satisfactory for the keeping of records for the
determination of ballast accounting. This subject has been assigned to Sub-Com-
mittee E-1, of Committee XI — Records and Accounts, of the American Railway
Engineering Association for study and report to this Department.
E. H. Bunnell.
Part I
STATUS OF VALUATION
While the 1933 amendment to the Valuation Act reheved the Commission of its
duty to revise and correct its original valuations until the need arose, it does require
that the Commission
" * * * keep itself informed of all new construction, extensions, im-
provements, retirements, or other changes in the condition, quantity use and
classification of the property of all common carriers, * * * and of the
cost of all additions and betterments thereto and of all changes in the investment
therein, and may keep itself informed of current changes in costs and values of
railroad properties in order that it may have available at all times the informa-
tion deemed by it to be necessary to enable it to revise and correct its previous
inventories, classifications and values of the properties; * * *"
For the fiscal year beginning July 1, 1936, the Commission has an appropriation of
$800,000 for its Bureau of Valuation, and a force of 245 engaged in the work — with 15 in
the administrative section, 68 in the engineering section. 71 in the land section and 91 in
the accounting section.
To keep its valuation records to date the Bureau of Valuation places its main reliance
upon the detailed reports on B.V. Form 588 — Property Changes since the date of orig-
inal inventory — which are required to be iiled by the carriers under the provisions of
Valuation Order No. 3 and which the Bureau checks in the carriers' offices. All Class I
roads have filed these returns showing additions and betterments and retirements through
the year 1932; about 75 per cent have filed them through the year 1034 and about 40 per
cent through the year 1935. The reports are coming in volume as the year closes and
these percentages are being increased. Other than Class I roads have made equally as
good or better progress.
THE ACCOUNTING SECTION
The Accounting Section of the Bureau of Valuation handles the receipt and checking
of the B.V. Form 588 reports filed by the railroads and also compiles therefrom its sum-
mary of "original cost". Half of the personnel of the accounting section is located in
the field checking the 588 returns in the carriers' offices before the returns are trans-
mitted to Washington. This check involves the audit of the underlying records and
reports in the carriers' offices, which embraces the completion reports and their under-
lying records. A field inspection is made to see that the recorded facts agree with the
physical facts. Following a final audit in the Washington office the Accounting Section
completes its record of capital charges and prepares its record of original cost. The
588 returns are transmitted to the Engineering and Land Sections together with the
Accounting Section's comments and exceptions. From the returns the Engineering and
Land Sections carry the charges into their respective inventories, thus keeping them
continuous and current. The work of the Sections are co-ordinated so that the same
property is included in the reproduction estimate and land reports and the summary of
original cost.
570 Records and Accounts
THE ENGINEERING SECTION
As stated above, after final review and check in Washington, the Accounting Section
hands the carriers' 588 reports to the Engineering Section, which applies basic engineering
report 1910-1914 prices to the addition and retirement quantities; thus obtaining a cumu-
lative or up-to-date inventory of the existing property, expressed in terms of 1910-1914
prices. This has been done for all except 3 or 4 Class I roads through the year 1927.
Inventories have been completed through 1932 or later on 90 Class I roads totaling
101,000 miles. Corresponding progress has been made on other than Class I roads.
Whenever occasion arises, indices are determined for the particular carrier and applied
to the 1910-1914 money to produce estimates of reproduction cost new, as of the date
desired. An estimate of reproduction less depreciation is also calculated which shows
the additional depreciation since valuation date.
THE LAND SECTION
For the purpose of keeping informed so that a report may be made on short notice
upon any carrier or group of carriers, the land section has a force of 44 men in the field,
distributed amongst 20 districts, as follows:
Boston, Portland
New York
Albany, Buffalo
Philadelphia, Scranton
Washington, Baltimore, Richmond
Charlotte, Columbia, Jacksonville
Pittsburgh, Youngstown, Wheeling
Cleveland, Toledo, Detroit
Cincinnati, Louisville, Indianapolis
Atlanta, Birmingham-Chattanooga
Chicago, Milwaukee, Peoria
St. Louis, Memphis
Duluth, St. Paul, Des Moines
Omaha, Kansas City, Wichita
Dallas, Oklahoma City
Houston, San Antonio, New Orleans
Denver, Salt Lake, El Paso
Portland, Seattle, Spokane
San Francisco
Los Angeles
This field force keeps informed by inspection, and by study of sales, assessments and
general data as to land values. The Washington office force records changes in areas
due to purchases and sales reported by the railroads as a part of the 588 returns and
also changes in classification as between carrier and non-carrier indicated in sub-
schedules "L", "M" and "N", or reported by the Commission's field men. The Wash-
ington office applies the unit values to the areas and summarizes the results as to values
of lands and rights, whenever such current value figures are desired by the Commission.
VALUATIONS ISSUED BY THE COMMISSION DURING THE PAST YEAR
A valuation of the Pullman Company was made as of December 31, 1931 presumably
for the information of the Commission in connection with Pullman rates. This was
decided in 1934 but on the petition of the carrier was reopened and after further hearing
a decision was issued in June 1936 sustaining the earlier report of the Commission.
Valuation of the Piedmont and Northern Railway Co. as of December 31, 1933,
was made following the decision of the Supreme Court, that the carrier, which is an
electric line, was subject to the Interstate Commerce Act, The Commission issued pre-
liminary engineering, land and accounting reports, followed by a tentative valuation, the
case was heard and a final valuation report issued.
Records and Accounts 571
Valuation of the Hoboken Manufacturers Railroad as of December 31, 1933. This is
a small property subject to the Interstate Commerce Act, upon which a valuation had
never been made. Preliminary reports followed by a tentative valuation were pre-
pared— the carrier made no protest — and a final valuation report was rendered.
VALUATION REPORTS MADE IN REORGANIZATION CASES
At the request of the Commission, the Bureau of Valuation has prepared and
introduced as evidence in reorganization proceedings of four large carriers a valuation
report prepared as of Dec. 31, 1935.
In general, these reports show:
Mileage of road operated, all tracks operated, owned and used.
Corporate History.
Development of Fixed Physical Property.
History of Corporate Financing.
Elements of value of property owned, as a whole and, in some cases, by
mortgage divisions.
Original Cost of the property, except land and rights.
Cost of reproduction new except land and rights.
Cost of reproduction, less depreciation, except land and rights.
Land and rights, present value.
Working Capital.
Analysis of capital assets as disclosed by investment account, including in detail:
(a) Investment in affiliated and non-affiliated railroad and other companies.
(b) A corresponding analysis of capital liabilities.
(c) Amount of stock, funded debt and other long-term debt held by other
railroad companies.
(d) Amounts outstanding, excluding railroad companies.
UNDERLYING VALUATION FIGURES SENT INDIVIDUAL RAILROADS
In 1935, the Commission's Bureau of Valuation commenced the practice of inform-
ing individual railroads as to the total underlying valuation figures (reproduction cost
new, reproduction less depreciation, original cost, value of land and rights and working
capital) which they have calculated as of December 31, 1934. These summaries are
sent to the carriers when and as prepared. To date they have been furnished to about
one-half of the Class I roads, most of which are the smaller independent carriers or
operating subsidiaries of the larger systems, but in a number of cases embrace the prop-
erties of the larger railroads. Owing to the large amount of work involved and re-
quests for other work made upon the Bureau it would seem that some time will
elapse before figures of this kind are completed and sent to all Class I railroads. The
Bureau's transmittal of these total figures of individual roads are accompanied by an
invitation to check the figures. Inasmuch as the underlying records are largely in
pencil, check cannot, of course, be made except by reviewing the records in the office of
the Bureau of Valuation. While some of the carriers have declined the invitation, the
majority have sent or indicated they will send representatives to Washington to make
a brief review or check.
RAILROAD CONSTRUCTION INDICES
The Engineering Section of the Bureau of Valuation each year compiles indices
reflecting the relationship of railroad construction costs of the preceding year to costs
as of the 1910-1914 period.
These indices are prepared for each of the several primary accounts specified in the
Classification of Investment in Road and Equipment of Steam Roads. The indices are
developed for the United States as a whole and, also, for each of eight regions into
which the country is divided. The indices are of value in indicating trends and are
572 Records and Accounts
not necessarily applicable for use in the determination of reproduction costs upon
individual railroads, telegraph or telephone companies, or other utilities.
Copies of the indices may be secured upon application to this office.
JOINT COMMITTEES
Railroad Committees are engaged on cost data studies for the purpose of keeping
informed as to the price levels used by the Commission's valuation engineers and for
the purpose of reducing the Bureau's requests for cost data of the carriers. These
committees, on which the Bureau of Valuation is also represented, are continuing to
review cost data and report findings based thereon, but at only a fraction of the time
and expense formerly devoted to each subject.
The Joint Equipment Committee issues a report annually as to the price levels of
property in the equipment accounts and also shop machinery and roadway electrification
property.
The Joint Valuation Signal Committee expects to issue annually average trends as
to six or eight types or groups of signal and interlocking property.
The Joint Bridge Committee from time to time issues a report on some of the
principal items in the Bridge Account.
Certain Western Committees maintain contact with the Bureau of Valuation and
make joint reports on a number of subjects not handled by the above committees.
Their work has become so systematized that it is mostly handled by correspondence,
thus usually avoiding the expense of meetings.
USES MADE BY THE COMMISSION OF VALUATION
Aggregate underlying valuation figures showing total cost of reproduction new,
reproduction less depreciation, original cost, land and working capital, for all carriers
were introduced by the Commission in Ex Parte 103 and llS and in Docket No. 26,000.
Similar figures were introduced by the Commission at the request of railroad counsel,
in the Southwestern-Official Territory Divisions Case. Totals for each railroad in those
territories were also presented.
Valuation reports have been prepared for the use of the Commission in certain
reorganization proceedings, as heretofore outhned, and in addition numerous requests
have been made for valuation figures on individual properties in finance cases and appli-
cations for Reconstruction Finance Corporation loans. Information has also been fur-
nished the Bureau of Internal Revenue, the Post Office Department and other depart-
ments of the Government.
The Commission receives frequent requests from state, public utility and tax
commissions, as well as from county and municipal taxing authorities for valuation figures.
VALUATION ISSUES IN COURT DECISIONS
A noteworthy case which reached the U. S. Supreme Court was Great Northern
Railway Co. v. Weeks, et al (297 U. S. 135) decided February 3, 1936. This was a tax
case in which the carrier instituted suit against the State Tax Authorities of North
Dakota to enjoin property taxes for the year 1933, alleging that the assessments for 1933
were excessive by approximately $15,000,000. The lower courts sustained the State but
the Supreme Court reversed their decision and upheld the contention of the carrier.
The Supreme Court found that a method of system valuation, taking into account
earning power and applied in part from 1929 to 1932 was abandoned in 1933, when its
continuance would have resulted in an assessment lower by $13,000,000. The following
statements concerning valuation were made:
Records and Accounts 573
"The value of petitioner's property varied with the profitableness of its use,
present and prospective."
# 4: 4: * * *
"The full and true value of the property is the amount that the owner would
be entitled to receive as just compensation upon a taking of that property by
the State or the United States in the exertion of the power of eminent domain.
That value is the equivalent of the property, in money paid at the time of the
taking. Olson v. United States, (292 U. S. 246, 254). The principles governing
the ascertainment of value for the purposes of taxation, are the same as those
that control in condemnation cases, confiscation cases and generally in contro-
versies involving the ascertainment of just compensation. West v. C. & P. Tel.
Co., (295 U. S. 662, 671).
Another case presenting valuation issues was the case of Bronx Gas and Electric Co.
V. Maltbie, et al., and Yonkers Electric Light & Power Co. v. Maltbie, et al. (271 N.Y.
366; 288 N.Y. Sup.) decided July 8, 1936 by the New York Court of Appeals upholding
orders of the New York Commission, made under the State's temporary rate statute.
The New York statute (Chap. 287, Laws of 1934) provides that pending a final
determination of rates, the Commission may fix temporary rates which
* * * shall be sufficient to prov-ide a return of not less than 5 per centum
upon the original cost, less depreciation, of the physical property of said utility
company used and useful in the public service.
The Appellate Division of the Supreme Court (283 N.Y. Sup. 839) had invalidated
orders of the Commission issued under Section 114 of this statute, holding that the valid-
ity of temporary rates must be tested by the same considerations as permanent rates and
that the burden of curing inadequate temporary rates could not lawfully be imposed
upon later and different consumers through liberal permanent rates. The Court of
Appeals reversed this finding and sustained the orders of the Commission. It construed
the Act as compelling the Commission, in case temporary rates prove to have been
inadequate, to make up the loss to the utility in the permanent rates, and thus construed,
the Court held the Act not unconstitutional. The decision pointed out that it would be
unconstitutional if it authorized the establishment of a final rate on the basis of the
factors determining the temporary rate so provided for, and listed the elements to be
considered in determining value enumerated by the Supreme Court in Smyth v. Ames
and West v. C. & P. Tel. Co., which may enter into the problem, according to cir-
cumstances.
Part II
SIMPLIFIED PRACTICES IN VALUATION MATTERS
A. Account 26 — Telegraph and Telephone Lines
Some carriers are reporting items of property in this account in more detail than
required by the Bureau. Attention is invited to the fact that Supplement 4 to Valuation
Order No. 3, Second Revised Issue, permits of considerable consolidation in this account.
If a continuous pole line is constructed. Revised Supplement 4 provides for it being
reported by the mile with adequate description. Where detailed reporting is necessary
for poles and wires, it should be remembered that crossarm braces and bolts, tie wires,
pins, and insulators should not be reported separately. The proper units are:
Unit
Poles — giving length, class material and setting Each
Crossarms (to include braces, lag screws and bolts) length and material. . Each
Guys (kind, size and anchorage) ; . • Each
Wire (to include pins or brackets, insulators, tie wires, sleeves, etc.) — kind
and gage of wire Mile
574
Records and Accounts
With respect to equipment, attention is invited to the note on page 13 of Revised
Supplement 4, reading as follows:
"Note: — Types should be established to cover standard assemblages. These
assemblages may cover the complete office or an associated group of equipment
within an office. An average bill of material for such types should be sub-
mitted for approval and reports thereafter be stated in terms of type designa-
tions. Where types are not established, adequate description of the major
■ items of equipment must be furnished."
If types for standard assemblages are established in accordance with this note, the
completion reports and 588 returns can be considerably abridged. As illustrative of the
method of reporting by detail and by types, the following example is given:
Character of Property and Description
Office equipment consisting of:
1—160 A.C. Selector
1—1048 D.C. Telephone
3— No. 6 Dry cells
1 — 1 A Battery box
1—295 A.K. Desk set box
1—299 F Generator
1—465 C Key
1—385 A Jack box
4 — No. 16 Protector mountings
4—11 C. Fuses
2—86 B Protectors
2 — 709 Switches
1 — Small instrument board
1—127 F Extension bell
300 ft. No. 19 Twisted pair
200 ft. No. 14 " _ "
10 — Porcelain bridle rings
46 — Wood screws
1—6 ft. C.C. ground rod
10 ft. No. 8 R.C. wire
Unit
No. of
Units
Cost
Lot
$142.60
The above can be condensed to:
Type 4 — ^Telephone installation —
Way station with message
and short line
circuit
Each
1
$142.60
In the establishment of types for submission to the Bureau, small deviations from
standard layouts should be disregarded as they will offset each other and it is desirable
to keep the number of types as low as possible consistent with accurate pricing of the
inventory.
The above described method of typing equipment is preferable where there are to be
many identical installations, but in cases where identical installations will not be
numerous it is not necessary to establish types. In the latter cases the reporting would
be as follows:
Telephone Installation —
Way station with message circuit
and short line
Lot
B
1 $142.60
Equipment, Accounts 51 to 58, Inclusive
The Bureau of Valuation has agreed with individual carriers in a number of cases
upon a departure from a strict compliance with the form of reports for equipment
specified by Valuation Order No. 3, and upon the preparation of reports on forms and
by methods which may be better adapted to the organization and records of the carrier.
Records and Accounts 575
In illustration of this practice a form has been approved which combines a completion
report and the record of property changes. The names of the carriers using this method
will be furnished on request.
Attention is directed at this time to another method used by a carrier having
approximately 300,000 units of equipment. This method is based upon the use of
punched cards and machines that sort the cards and tabulate the information contained
thereon. Some carriers with large amounts of equipment, or carriers now maintaining
by the use of such cards, an equipment record, for some other purpose, might upon
investigation find that the adoption of a similar method for Valuation Order No. 3
Reports, would be desirable. The name of the railroad now using this method will be
furnished to any carrier, interested in examining the details, upon application to the
Vice-President of the Finance, Accounting, Taxation and Valuation Department of the
Association of American Railroads.
C. Modification of Valuation Orders 14 and 19
Members of a special Sub-Committee of Group E-1 of Committee XI — AREA, in
conjunction with the Valuation Engineer and Valuation Assistant of the Finance, Ac-
counting, Taxation and Valuation Department of the Association of American Railroads,
having recently been in conferences with the Bureau of Valuation concerning simplifica-
tion of reporting under Valuation Orders Nos. 14 and 19 requiring the reporting of repre-
sentative purchases of material by certain large carriers. As a result of such conferences,
the Bureau of Valuation and carrier representatives have worked out an arrangement
whereby the classes of material to be reported under Valuation Orders Nos. 14 and 19
have been reduced from forty-seven to eighteen. Further simplification of reporting has
been effected by substituting one general report form in lieu of a separate form for each
kind of material reported. It is understood that carriers who have a supply of the old
forms may use them until the supply is exhausted.
In due course instructions will be issued by the Bureau of Valuation concerning
changes in reporting under Valuation Orders Nos. 14 and 19.
Appendix G
(E-2) METHODS AND FORMS FOR GATHERING DATA FOR KEEP-
ING UP-TO-DATE THE PROPERTY RECORDS OF RAILWAYS
WITH RESPECT TO VALUATION, ACCOUNTING, DEPRECIA-
TION AND OTHER REQUIREMENTS
J. H. Hande, Chairman, Sub-Committee; B. A. Bertenshaw, F. B. Baldwin, S. H. Barn-
hart, A. M. Blanchard, V. H. Doyle, C. C. Haire, A. T. Hopkins, W. R. Kettenring,
P. R. Leete, Henry Lehn, W. S. MacCulloch, A. T. Powell, H. L. Restall, James
Stephenson.
(2) Accounting and Depreciation
As indicated by the above caption, this Committee's objective has been the develop-
ment of methods and forms necessary for carrying out the requirements with respect to
depreciation accounting for steam railway property. This involves both fixed physical
property and rolling equipment.
With respect to rolling equipment, depreciation accounting has been in effect for
many years, being changed from a unit basis to a group basis effective January 1, 1935,
in accordance with revised texts of the accounting classifications quoted in Bulletin 373,
page 436. The changed procedure with respect to equipment, effective in 1935, was
initiated through requirements imposed upon the carriers that they file complete data
t76 Records and Accounts
on the development of depreciation rates for each class of equipment on Schedule forms
prescribed by the Commission. The circular of the Bureau of Accounts specifying the
Schedule forms has been generally distributed, and the Committee has not considered it
necessary to reprint it here, nor to amplify the instructions given in that circular.
The Committee has been primarily interested in the problems involved in the estab-
lishment of depreciation accounting for fixed physical property. The institution of such
accounting, however, has been postponed, and if and when reinstated, development of
revised accounting classifications and supplementary instructions with regard to such
depreciation accounting and records will be developed by the Bureau of Accounts of the
Interstate Commerce Commission. The carriers will continue to be afforded the oppor-
tunity for making critical comments and suggestions with respect to the proposed texts
through the official carrier agency, the Department of Finance, Accounting, Taxation
and Valuation of the Association of American Railroads.
In view of the current suspension of all discussion of depreciation accounting for
fixed physical property, the Committee recommends that this subject be dropped from
the docket until such time as there is evidence of prospective reconsideration of this
subject by the Interstate Commerce Commission. At that time full cooperation of this
.Association should be afforded the Department of Finance, Accounting, Taxation and
Valuation of the Association of American Railroads.
♦
Appendix H
(F-2) METHODS FOR AVOIDING DUPLICATION OF EFFORT AND
FOR SIMPLIFYING AND CO-ORDINATING WORK UNDER
THE REQUIREMENTS OF THE INTERSTATE COMMERCE
COMMISSION
S. H. Barnhart, Chairman, Sub-Committee; C. C. Haire, B. A. Bertenshaw, E. S. Butler,
V. H. Doyle, James Erskine, W. W. James, F. C. Kane, W. S. MacCulloch, F. J.
Nevins, C. K. Smith, James Stephenson, Louis Wolf.
This assignment is necessarily a continuing one. Avoidance of duplication in re-
porting, or simplification of reports, to the Interstate Commerce Commission must be
handled tactfully and as opportunity is afforded, care being exercised to see that the
activities of such a committee do not overlap or interfere with the duties of other
AREA Committees, such as those handling Valuation work. Accounting Regulations, etc.,
and the duties assigned to officers and staff of the Association of American Railroads.
The Sub-Committee handling this subject has been diligent in seeking the co-
operation and help of other committees of the AREA and the Department of Finance,
Accounting, Valuation and Taxation of the Association of American Railroads. Arrange-
ments have been made so that matters initiated by the AAR may be considered by this
Sub-Committee, and likewise, matters originated by this Sub-Committee may be referred
to and considered by the AAR. The Sub-Committee feels that this accomplishment is
of importance.
No specific item, or items, with respect to avoidance of duplication or simplification
of reporting to the Interstate Commerce Commission have been decided during the year
and are ready for report.
It is the recommendation of the Sub-Committee that the subject be continued so as
to have available a Sub-Committee from the AREA to confer, and to act in conjunction,
with the officers and staff of the Association of American Railroads on subjects pertaining
to this assigned subject.
REPORT OF COMMITTEE XII— RULES AND
ORGANIZATION
E. H. Barnhart, Chairman; E. B. Crane,
M. M. Backus, W. O. Cudworth,
W. C. Barrett, J. L. Downs,
D. P. Beach, A. B. Griggs,
L. D. Beatty, G. H. Harris,
Richard Brooke, H. C. Hayes,
H. L. Browne, A. A. Jackson,
P. D. Coons, B. R. Kulp,
R. E. Warden, V ice-
Chairman ;
H. A. March,
W. B. Stimson,
W. H. Vance,
F. B. Wiegand,
Committee.
To the American Railway Engineering Association:
Your Committee respectfully reports on the following subjects:
(1) Revision of Manual (Appendix A),
(2) Rules for guidance of employees of the Maintenance of Way Department as
applied to (a) protection of treated ties and timber, collaborating with Committee HI —
Ties, VII — Wood Bridges and Trestles and XVII — Wood Preservation (Appendix B).
Report combined under subjects already in Manual under general headings Ties, and
Wood Bridges and Trestles. Recommended for publication in the Manual.
(3) Rules for fire protection, collaborating with Committee XIII — Water Service,
Fire Protection and Sanitation (Appendix C). Recommended for publication in the
Manual.
(4) Outline of complete field of work of the Committee (Appendix D).
The Committee on Rules and Organization,
E. H. Barnhart, Chairman.
Appendix A
(1) REVISION OF MANUAL
P. D. Coons, Chairman, Sub-Committee; M. M. Backus, H. L. Browne, D. P. Beach,
R. Brooke, W. C. Barrett, H. C. Hayes, B. R. Kulp, A. B. Griggs, G. H. Harris,
W. B. Stimson, W. H. Vance.
Pumpers
(Page 817)
Present
Rule 453
In freezing weather they must see that
all parts which are liable to freeze are
drained.
1st Sentence of Rule 454
Conditions which may affect the quahty
of the water, or which may affect the sup-
ply at the source must be immediately re-
ported to the Supervisor of Water Service.
Bulletin 393, January, 1937.
Proposed
Rule 453
In freezing weather they must see that
heating facilities are properly used and all
parts liable to freeze are properly protected.
1st Sentence of Rule 454
Conditions which may affect the quality
of the water, special attention being given
to sanitary conditions which may affect the
supply at the source, must be immediately
reported to the proper officer.
S77
578
Rules and Organization
Motor Car Maintainers
(Pp. 817-818)
Motor Car Maintainers
Rule 470
Rule 472
Rule 471
They will instruct all operators of motor
cars, portable air compressors, or other
fiasoline engines in the operation and care
of the machines.
Rule 473
Rule 474
Rule 475
Eliminate Title
Eliminate
Eliminate
Renumbered 502
They will instruct all operators of work
equipment in the operation and care of the
machines.
Renumbered 507
Renumbered 503
Renumbered 511
Work Equipment Repairmen
(Pp. 818-819)
Rule 505
Rule 506
Rule 507
Rule 508
Rule 509
They must know the exact condition of
work equipment and roadway machines
under their jurisdiction, making inspection
of them at every available opportunity.
Rule 510
Rule 511
Rule 512
Renumbered 500
Renumbered 501
Renumbered 510
Renumbered 504
Renumbered SOS
They must know the exact condition of
work equipment and roadway machines
under their jurisdiction, inspecting them at
regular intervals and making such repairs
as can be made in the field.
Renumbered 506
Renumbered 508
Renumbered 509
Work Equipment Operators
(Page 819)
Rule 520
They must not ship machine to shop
for repairs except upon proper authority
from the Supervisor of Work Equipment,
but when such machine is forwarded, they
must see that it is properly prepared for
safe movement and in case an operator
does not accompany the machine, all brass
and other valuable parts, easily removable,
should be taken off, boxed and shipped
separately.
Rule S20
They must not ship machine to shop
for repairs except upon proper authority
from the Supervisor of Work Equipment.
When such machine is forwarded, they
must see that it is properly prepared for
safe movement. In case an operator does
not accompany the machine, all brass and
other valuable parts, easily removable,
should be boxed and shipped separately.
Ties
(Pp. 827 and 828)
Rule 695
Ties stored along the right-of-way must
be stacked to conform to the standard
plans, according to class, shape and loca-
tion. Stacks must be placed on ground
bare of debris or vegetation for at least
two feet around each stack and clear of
vegetation over six inches high within ten
feet of any stack and sufficiently well
drained so that water will not stand un-
der the stacks or in the immediate vicinity.
Decayed ties or wood must not be used
for sills. Decaying wood debris must be
entirelv removed.
Rule 695
Ties stored along the right-of-way must
be stacked on ground bare of debris or
vegetation for at least two feet around
each stack and clear of vegetation over six
inches high within ten feet of any stack
and sufficiently well drained so that water
will not stand under the stacks or in the
immediate vicinity. Decayed ties or wood
must not be used for sills. Decaying wood
d6bris must be entirely removed.
Rules and Organization
579
Rule 700
The ties in track must be inspected at
stated times each year and those which
will not last until the next inspection
marked for renewal. This inspection shall
be made preferably by the Supervisor per-
sonally, accompanied by the Section Fore-
man. The Supervisor must report to the
Division Engineer on the proper form, the
number of ties marked for renewal on each
mile and each section. This report shall
be carefully checked by the Division Engi-
neer and where any unusual or unfavor-
able condition is indicated, a thorough in-
vestigation shall be made to insure proper
renewals.
Rule 705
The renewal of ties shall be started when
directed by the Division Engineer. All de-
fective ties removed from track each day
must be placed for burning or loading on
cars. The Supervisor must frequently in-
spect ties removed from track to see if any
have been removed which might have re-
mained in the track with safety until the
next inspection.
Rule 707
Ties must be laid so as to obtain the
best bearing. Untreated ties must be
placed in track with the wide surface hav-
ing the most heartwood down; treated
ties must be placed in track with wide
surface nearest the pith down, or if the
pith is not present in the tie, with the
widest surface down. Ties shall be adzed
only when necessary to obtain a full
bearing under rail or plate.
Rule 708
Ties must be moved with tongs so as to
reduce the damage incident to handling;
picks, mauls, sledges and spiking hammers
must not be used in moving ties or placing
them in position beneath the rail.
Rule 709
Any tie which starts to split in track
should have an anti-splitting device applied
promptly.
Rule 710
Whenever spikes are drawn from ties,
creosoted ties plugs must be driven into all
holes, except in ties which are to be re-
newed that season. In replacing spikes,
they must be driven into the plugs.
Rule 711
Rule 712
Rule 715
Switch Ties (page 837)
Rule 700
The ties in track must be inspected at
stated times each year and those which
will not last until the next inspection
marked for renewal. The tests and marks
for renewal must not be made with a
sharp pointed tool. The inspection shall
be made preferably by the Supervisor per-
sonally, accompanied by the Section Fore-
man. The Supervisor must report to the
Division Engineer on the proper form the
number of ties marked for renewal on each
mile and on each section. This report
shall be carefully checked by the Division
Engineer and where any unusual or un-
favorable condition is indicated, a thor-
ough investigation shall be made to insure
renewals.
Renumbered Rule 703
The renewal of ties shall begin when
directed by the Division Engineer. All ties
removed from track each day must be
placed for burning or loading on cars. The
Supervisor must frequently inspect ties re-
moved from track to see if any have been
removed that might have remained in the
track with safety until the next inspection
for renewals.
Renumbered Rule 705
Ties must be placed in track with the
wide surface having the /nost heartwood
down. Ties must be adzed only to the
extent necessary to obtain a full bearing
under the rail or plate.
Renumbered Rule 711
Ties must be moved with tongs. Picks,
shovels, spike mauls and sledges must not
be used in moving ties or placing them in
position beneath the rail.
Renumbered Rule 710
Ties which are much checked or split
must not be used at joints.
Renumbered Rule 712
Whenever spikes are drawn from ties
that are to remain in track, creosoted tie
plugs must be driven into all the holes.
Renumbered Rule 716
Renumbered Rule 715
Renumbered Rule 717
Eliminate Title
580
Rules and Organization
Rule 870
Switch ties must be used for all perma-
nent turnouts, crossovers and railroad
crossings, and must conform to the stand-
ard specifications. They must be placed in
track in accordance with the standard
plans.
Rule 871
Renumbered Rule 718
Switch ties must be used for all perma-
nent turnouts, and crossovers and must
conform to the standard specifications.
When ordering switch ties, such lengths
must be stated as will avoid cutting in the
field and thus prevent possibility of ex-
posure of untreated wood.
Renumbered Rule 719
Lining and Surfacing
(Pp. 834 to 836)
Rule 812
When the track shows evidence of being
badly out of line on curves, and there is
opportunity to do so, line stakes shall be
set by Engineers. (Section Foreman, as-
sisted, if necessary by the Supervisor, can
line the track very accurately and secure
practically perfect riding curves by the use
of a string, sixty-two feet long, holding the
ends against the gage side of the high rail
and measuring the distance from the mid-
dle of the string to the gage of the rail,
each inch of distance representing one
degree of curve.)
Rule 815
When not surfacing out of face, as in
case of picking up low joints or other low
places, the general level of the track must
not be disturbed.
Rule 825
Section Foremen must watch track
which has been shimmed, testing it fre-
quently with the gage and level board to
make sure that shims are in place and tight
and that track does not get out of gage
or surface.
Rule 831
The standard gage is 4 ft. 8% in. Curves
of eight degrees and under shall be stand-
ard gage. Gage shall be widened % in.
for each two degrees or fraction thereof
over eight degrees, to a maximum of 4 ft.
9% in. for tracks of standard gage. Gage,
including widening due to wear, must
never exceed 4 ft. 9J^ in.
Rule 833
If the track is allowed to remain out of
line or out of surface for any length of
time, bad gage is likely to result therefrom,
Rule 812
When the track becomes badly out of
line on curves, and there is opportunity to
do so, line stakes shall be set with a tran-
sit. Very good results can also be secured
by string lining curves by the chord
method and the tables suitable for use of
trackmen.
Rule 815
When not surfacing out of face, as in
picking up low joints or other low places,
the general surface of the track must not
be disturbed.
When the rails are out of level on tan-
gent track, but where the difference is not
excessive and is uniform over long stretches
of track, a difference in elevation between
the two rails of fg inch may be permitted
to continue until such time as the track
would ordinarily be surfaced out of face.
Rule 825
Track which has been shimmed must be
tested frequently with the track gage and
level board in order to make sure that
shims are tight and that track does not
get out of gage or surface.
Rule 831
The standard gage is 4 ft. 8^ in. Curves
under 8 degrees shall be standard gage.
Gage of curves 8 degrees and over shall
be in accordance with Plan 791, Portfolio
of Trackwork Plans.
Rule 833
If the track is allowed to remain out of
line or out of surface for any length of
time, bad gage is likely to result therefrom.
Rules and Organization
581
therefore Section Foremen must always
check the gage and make any corrections
when lining and surfacing track out of
face.
Rule 834
Track gages must be checked frequently
with a standard gage to assure that all
gages are correct.
This shall be done each year in the win-
ter months and the gages painted a new
standard color each time tested.
Rule 842
Speed is the principal factor in elevation
on curves, and the degree is a secondary
factor only. Section Foremen must not
vary from the prescribed elevation without
proper authority. Where there is consid-
erable freight traffic and passenger traffic
is not so important, it is preferable to keep
the elevation low on curves, and slow
down the passenger trains to meet the
conditions.
Rule 843
Where possible, posts must be placed at
the side of the track for the guidance of
the Section Foremen. These posts, indi-
cating the elevation in inches and fractions
thereof, shall be set at the beginning of the
easement; at the beginning and end of the
regular curve, and at the end of the ease-
ment or fHDint of tangent. Posts must also
be set at the points of compound and at
each end of easements between compound
curves.
therefore, the gage of the track must al-
ways be carefully checked and any correc-
tions made when the track is lined and
surfaced out of face.
Rule 834
Track gages must be checked frequently
to make sure that all gages are correct.
Rule 842
Speed is the principal factor in elevation
on curves, and the degree is a secondary
factor only. Where there is considerable
freight traffic and passenger traffic is not
so important, it is preferable to keep the
elevation low on curves, and slow down
the passenger trains to meet the conditions.
The prescribed elevation must not be
varied from without proper authority.
Rule 843
Markers, of approved design, indicating
the prescribed elevation in inches and frac-
tions thereof, must be provided for the
guidance of the Foremen. These markers
shall be set at the beginning and end of
easement or regular curves, at points of
compound and at each end of easements
between compound curves.
Frogs and Switches
(Pp. 836 to 837)
Rule 851
Track must be kept in good line and
surface through frogs and switches, and
Section Foremen must give these features
special attention.
Rule 854
Frogs must be protected by guard rails,
constructed and placed in accordance with
standard plans. The tops of the guard
rails must be level with the main running
rails, and must be securely held in place.
Rule 855
Guard rails must be so placed that the
gage distance from the frog point to the
fiangeway side of the guard rail will be at
least 4 ft. 6^4 in., and the distance between
the flangeway sides of the wing rail and
guard rail shall not exceed 4 ft. 5 in.
For the widening of gage and flangeways
on curves for the operation of specific
Rule 851
Track must be kept in good line and
surface through frogs and switches, and
these features must be given special
attention.
Rule 854
All frogs, except self guarded frogs, must
be protected by guard rails constructed
and placed in accordance with standard
plans. The tops of the guard rails must
be level with the main running rails, and
must be securely held in place.
Rule 855
Guard rails must be so placed that the
gage distance from the frog point to the
flangeway side of the guard rail will be at
least 4 ft. 6% in., and the distance between
the flangeway sides of the wing rail and
guard rail shall not exceed 4 ft. 4^ in.
in accordance with Plan 790, Portfolio of
Trackwork Plans.
582
Rules and Organization
locomotives or for special conditions and
for curved crossings, refer to Tables No. 1
and No. 2 for "Gages and Flangeways in
Curved Tracks."
Rule 858
Switchstands must be kept firmly
spiked to the head-block ties, must be set
plumb, and with target square with the
track.
Rule 859
Automatic switchstands must be in-
spected frequently for lost motion.
They must be kept well oiled. Head-
block ties must be kept firmly tamped.
Rule 860
Switchstands must be placed, wherever
possible, on the side of the track where the
connecting rod will be in tension when the
switch is set for the main track. The
switch banners and lamps must be placed
on the right hand or engineer's side of the
track approaching facing point switches.
Rule 861
Switchstands and facing point switches
on multiple tracks and main track switches
on single track must be equipped witK
switch lamps of approved design, which
will show the "proceed" color when switch
is set for main track, and the "stop" color
when switch is open.
Rule 862
Unless otherwise provided for, Section
Foremen will be responsible for the proper
care and maintenance of switchstands and
lamps and must give these devices careful
attention. Switchstands must be kept
tight on the head-blocks and adjusted to
give the switch the proper throw and to
keep the points tightly against the rails,
when the switch is closed, either for the
main track or the turnout.
Rule 863
Switch lamps must be kept clean, sup-
plied with oil, properly adjusted, and
firmly placed on the switchstand so they
will not jar out when the switch is used.
Rule 864
Main track switches, not interlocked,
must be kept locked at all times except
when in actual use by trains or when be-
ing inspected. Section Foremen must re-
port immediately main track switches
found unlocked or with lock missing.
The widening of gage and flangeways
on curves for the operation of specific
locomotives or for special conditions and
for curved crossings, shall be done in ac-
cordance with Plans No. 791 and 792,
Portfolio of Trackwork Plans.
Rule 858
Switchstands must be set plumb and
with target square with the track. They
must be kept firmly secured to the head-
block ties and the head-block ties kept
firmly tamped.
Rule 859
Automatic switchstands must be in-
spected frequently for lost motion and
must be kept well oiled.
Rule 860
Switchstands must be placed, wherever
possible, on the side of the track where the
connecting rod will be in tension when the
switch is set for the main track. The
switch targets and lamps must be placed
on the right hand or engineer's side of the
track approaching facing point switches.
Rule 861
Switchstands on facing point switches
on multiple tracks and main track switches
on single track must be equipped with
switch lamps of approved design, which
will show the "proceed" color when switch
is set for main track, and the "stop" color
when switch is open.
Rule 862
Switchstands must be kept properly ad-
justed to give the switch the proper throw
and to keep the points tightly against the
rails when the switch is closed for the main
track or the turnout.
Rule 863
Switch lamps must be kept clean, sup-
plied with oil, properly adjusted, and
firmly secured on the switchstand.
Rule 864
Main track switches, not interlocked,
must be kept locked at all times except
when in actual use by trains, or when be-
ing inspected. Main track switches found
unlocked or with lock missing, must be
reported immediately.
Rule 876
Track Signs and Posts
(Page 837)
Renumber 343 and place under duties of
Section Foremen, Pages 811-813
Rules and Organization
583
Rule 881
Road crossings shall be constructed and
maintained according to standard plans,
and must conform to legal requirements.
Road Crossings
(Page 837)
Renumbered 880
Public and private road crossings at
grade shall be constructed and maintained
according to standard plans, and must
conform to legal requirements.
Track Tools
(Page 838)
Rule 892
Section and other Foremen in charge of
men will be held responsible for the proper
care and use of tools. They must know
that they have at all times a sufficient sup-
ply, in serviceable condition. They must
see that tools are not lost or broken, and
when not in use, are not left where they
are liable to be struck by trains or derail
trains.
Rule 895
Rail-handling and rail-laying machines
or locomotive cranes shall be used in lay-
ing rail, where available.
Rule 892
Each track gang must have at all times
a sufficient supply of tools in serviceable
condition. Tools must be properly used
and taken care of and must not be left
where they will be struck by trains or
derail trains.
Rule 895
Rail-handling and rail-iaN ing machines
shall be used in la>'ing rail, where avail-
able.
Maintenance of Bridges — ^Wood Structures
(Bulletin 337
Rule 1207
Nailing, spiking, and boring of treated
timber or piling for support of scaffolding
is prohibited and must not be cut or
punctured by bar or pick when inspecting
same.
Rule 1213
When renewing caps they shall have a
uniform thickness, even bearing on the
piles and sap side shall be placed down-
ward.
Rule 1215
When renewing stringers they shall have
a uniform depth at supports, even bearing
on the caps and sap edge placed down-
ward.
Rule 1214
When renewing sash and sway braces
they shall be properly framed and securely
fastened to piles, posts and caps. Where
the piles in a bent vary in size or are out
of line filler blocks shall be used between
the braces and piles, securely fastened and
faced to obtain a bearing against all piles.
Treated filler blocks shall be used with
treated braces.
Page 83)
Rule 1207
Nailing, spiking, and boring of treated
timber or piling for support of scaffolding
is prohibited and treated timber must not
be cut or punctured by bar or pick when
inspecting same.
Renumbered Rule 1210
When renewing caps they shall have a
uniform thickness and even bearing on the
piles or posts.
Renumbered Rule 1211
When renewing stringers they shall have
a uniform depth at supports.
Renumbered Rule 1232
When renewing sash and sway braces
they shall be properly framed and securely
fastened to piles, posts and caps. Sway
braces shall be fitted from the bottom and
any cutting to length made at the top.
Where the piles in a bent vary in size or
are out of line, filler blocks shall be used
between the braces and piles, securely fas-
tened and faced to obtain a bearing against
all piles. Treated filler blocks must be
used with treated braces.
Rule 1299
On, Houses
(Bulletin 356, Page 51)
Renumbered
1251
584 Rules and Organization
Appendix B
A. B. Griggs, Chairman, Sub-Committee; J. L. Downs, H. A. March, E. B. Crane.
TIES
Storage
693. Care must be exercised when handling ties to avoid fracture. They must not
be moved with sharp pointed or edged tools.
694. Hardwood ties received without anti-splitting devices must have irons effec-
tively placed in each end as they are stacked for seasoning. Any kind of tie in track
that starts to split should be ironed promptly.
696. After treating, ties must be allowed to dry for at least 60 days. Salt treated
ties must be open stacked as shown in Fig. 1 to 4 inclusive, page 131 of 1929 Manual,
Oil treated ties must be stacked as compactly as practicable, as shown in Fig. 5 and 6,
page 131 of 1929 Manual.
Methods of Renewals
704. Where choice has to be made between distributed ties of unequal age but of
equal suitability for given trackage, the oldest ties must be used first.
707. Adzed and bored ties must be used with weight of rail for which prepared
and spikes must be driven in bored holes regardless of line end.
708. Ties must be protected by plates where the mechanical wear would otherwise
limit the life of the tie.
709. At locations where it is frequently necessary to clean ashpans, ties must be
provided with covers of sheet metal. The covering must rest on furring providing
clearance of not less than one inch to prevent charring of ties.
713. Treated ties bruised in any manner but still serviceable at location where
damaged must be adzed to remove crushed fibers; such adzed surface to be protected
by application of a preservative.
714. Ties must not be burned under wire lines nor at a distance less than twenty
feet from nearest track.
RULES FOR MAINTENANCE OF BRIDGES— WOOD
STRUCTURES
TIMBER
1215. Treated timber must not be used for at least sixty days after treatment.
When being stacked it must be piled with spacer strips to give complete air circulation.
1216. Treated timber when piled for seasoning or storage must be sheltered from
the direct rays of the sun, top layers being covered with sand or dirt to the depth of
one-half inch will afford such protection. Long timbers, particularly those that have
been framed prior to the treatment must have cross sticks placed sufficiently close to
prevent sagging, warping or distortion while the material is in storage. Grass or rubbish
must be cleaned from under and around stacked material to lessen the danger from fire.
1217. In handling treated material, extreme care must be used to avoid damage to
the edges of the timbers or breaking through the portions penetrated by the treatment
and exposing untreated wood. The use of peavies, canthooks, timber dogs, pickaroons,
lug hooks or other pointed tools on treated timber is prohibited.
PILING
1225. Treated piling placed in storage yards must be carefully stacked and the
stacks arranged so as to allow fire fighting apparatus access in case of fire.
1226. Piling unloaded on right-of-way or at bridge site, that is not to be used
promptly, must be stacked in area free of dead grass or other combustible materials and
covered with sand or dirt.
1227. PUing must be driven to refusal with as little injury to the material as
possible.
1228. The use of dogs may be employed in rafting piles provided these are placed
within one foot of the head or four feet of the tip. Rope slings must be used for un-
loading and handling. Tongs may be used when confined to the ends as outlined above
for lifting so that slings may be placed. A sharp pointed tool must not be used to turn
Rules and Organization 585
a pile in the gins of the driver. This can be done with a spud and sling. Piles must
not be bored for staging. For piling driven in water or with the cutoff high above the
ground, staging clamps may be used. These may be made of two flat bars, bent to
semi-circles and bolted together around the pile. A tail turns up at one end of the iron
and projects sufficiently to carry the supporting timber on which the staging plank is laid.
1233. Holes bored for drift pins must be 1/16-inch smaller than the drift. This is
not recommended for sway brace bolts, as the thread of the bolts has a tendency to
sliver the pile on the opposite side. Where possible, holes bored in creosoted material
must be filled with hot creosote followed by a mixture of creosote and roofing pitch.
After the bolt is driven a portion of the pitch creosote mixture must be placed under
the washers at both ends of the bolt which, when the bolt is tightened, gives a water
tight job under the washers. Pitch can usually be worked in between the timbers before
tightening to give further protection. With proper care, decay from sway brace bolt
holes can be practically eliminated.
1236. Treated piling or timbers must not be cut or punctured when inspecting
same. When there are indications of decay in interior of piling or timbers, same must
be bored, care being taken to swab the holes with preservative and plug same with
treated plugs.
Appendix C
(3) RULES FOR FIRE PROTECTION
H. C. Hayes, Chairman, Sub-Committee; L. D. Beatty, W. O. Cudworth, A. A. Jackson.
Section Foremen
344. They must promptly report, giving date, train and engine number, any viola-
tions of the rule in regard to "the cleaning of ashpans and front end of engines on
frogs, switches, trestles, or on interlockirg fixtures. Fire must be promptly and thor-
oughly extinguished at points where ashpans are cleaned. Ashpans must be kept closed
when running, and grates must not be shaken when passing over bridges and trestles."
Watchmen
337. Where fire alarms or fire fighting equipment are provided, they must be
familiar with the location of fire alarms and method of operation of fire fighting
equipment.
Bridge and Building Foremen
390. They must see that all fire fighting apparatus under their jurisdiction is main-
tained in accordance with instructions, and make report of any unguarded fire hazard.
Painter Foremen
411. They must give special attention to the use, protection, and storage of
inflammable and explosive compounds.
Water Service Repairmen or Gang Foremen
438. They must not use open lights in their work where such lights create a fire
hazard.
Conduct of Work
1900. The protection of the properties of the Railroad against fire is an important
part of the duty of every employee and they are expected and required to give constant
and personal attention to this matter.
1901. Each fire must be promptly reported to the proper officer in order that
thorough investigation of causes of fire can be made.
1902. Fire fighting apparatus must be kept in condition for instant use, free from
obstructions, and not used for other purpose than fighting fire. Its location must be
understood by all employees concerned. Special attention should be given to condition
of hose, hydrants, alarm systems and fire pumps.
586 Rules and Organization
1903. Fire extinguishers of all types should be inspected at regular intervals and
defective parts replaced promptly. Anti-freeze, hand pump type, soda-acid and foam
type extinguishers should be discharged once each year and recharged, the date of re-
charging placed on tag attached to extinguisher. Carbon tetra chloride extinguishers
should be given annual tests and kept filled at all times.
1904. Water barrels and buckets must be kept filled and precaution taken against
freezing by dissolving salt or calcium chloride in the water.
1905. Dry sand with scoops must be maintained where oils, paints, or inflammable
liquids are used or stored.
1906. Frequent inspections should be made of grounds and buildings to see that
they are kept clean and free from accumulation of materials which might cause fire.
Dust, birds nests, and cobwebs must not be allowed to accumulate on beams, joints,
machinery and equipment in grain elevators, mill rooms, coal docks and other structures.
1907. Standard metal-covered receptacles should be provided for ashes, rubbish,
greasy and oily rags and waste, torches, small oil supplies, and waste paper towels.
Ventilated metal lockers should be provided for workmen's clothing; clothing should
be suspended from hooks. Metal waste baskets should be provided in otffices for scrap
paper.
1908. Rubbish, ashes and sweepings should not be allowed to accumulate on the
property, but should be disposed of daily. Burning of rubbish and old materials must
be done with due regard to fire exposure to buildings and material. A metal screen,
trash burner, or incinerator should be used.
1909. Combustible materials must not be used as an absorbent to catch oil drippings
from bearings of machinery; metal drip pans with sand should be provided. All belts
should be examined to prevent friction against combustible materials and all bearings
watched for heating.
1910. Fire escapes, fire lanes, fire doors and shutters must be kept free of obstruc-
tions at all times.
1911. Smoking is prohibited in shops, coaling stations, piers, wharves, warehouses,
storehouses, freight houses, and record rooms, and in buildings where explosives, gasoline
or volatile liquids, oils or paints are used or stored.
1912. Electric wiring and apparatus must be installed in accordance with the
specifications of the National Electrical Code. Inspections must be made at intervals to
see that they are in safe condition and kept up to standard requirements. Repairs or
changes should not be made except by competent persons.
1913. Electric wires must not be hung on nails or other metal fixtures, or where
they will come in contact with telephone or telegraph wires. They should be supported
by and hung from approved insulators.
1914. Electric lamps must be equipped with vapor-proof globes in oil houses, paint
rooms or other locations where volatile liquids are handled, also in grain elevators, coal
docks, and other structures where explosive dust, vapors or gas may exist. The use of
open lights in these locations is prohibited. Electric lamps on extension or drop cords
must be equipped with wire cage guards in record stationery storehouses, or similar
facilities.
1915. Fusee cabinets must be kept closed and no material allowed in them except
fusees.
1916. Electric lighting should be used where available. Oil lamps, when used, must
be rigidlv and securelv supported, and must have metal fonts, with metal or porcelain
shade. Oil lamps or lanterns must not be filled while burning or near any open flame.
Oil supply must be kept in special metal receptacles. Excessive accumulation of explosive
vapors may result if lamps are allowed to burn when nearly empty.
1917. Gasoline or oil lamps or stoves and alcohol stoves should not be used except
by special permission. Only those devices having the approval of the Underwriters
Laboratories will be permitted.
1918. All heating appliances must be thoroughly examined every fall and any
defects corrected before the appliance is used.
1919. Stoves must be installed at least three feet, wherever possible, from all wood-
work, otherwise woodwork must be protected by metal shield with an air space. Com-
bustible flooring underneath stoves and ranges must be protected by mat of sheet metal
or other non-combustible material in accordance with standard plans. Stovepipes must
be riveted at the joints and rigidly installed at a safe distance from combustible material.
Rules and Organization 587
*
Particular attention should be given to protection where pipes pass through walls, ceilings,
partitions or roofs. Where pipes are removed from chimneys, openings must be closed
by tight metal caps.
1920. Chimneys and flues should be built and maintained in accordance with
standard plans and specifications.
1921. Ashes must be removed promptly from stoves, furnaces and boiler p'ants, and
disposed of in such manner that they will not come in contact with combustible material.
Metal receptacles must be used in handling ashes.
1922. Steam pipes and radiators must be properly supported and installed and kept
clear of any woodwork, or other inflammable material.
1923. Oils, paints, varnishes and similar compounds, where possible, must be kept
in separate storehouse and only 1 day's supply allowed in any other buildings.
1924. Oil houses, paint rooms, dope and reclaim houses are especially bad fire
hazards and demand special attention. Inspections should frequently be made to see that
all special instructions and rules in regard to them are being fully observed.
1925. Gasoline, benzine, snow melting oil or naphtha must be used from approved
safety cans and never handled where artificial light other than electric incandescent
lighting is used.
1926. All bulk gasoline and oil stations, and gasoline loading and unloading racks
must conform with the requirements of the Bureau of Explosives, and in accordance
with State laws and city ordinances.
Appendix D
(4) OUTLINE OF COMPLETE FIELD WORK OF THE
COMMITTEE
R. E. Warden, Chairman, Sub-Committee; M. M. Backus, E. H. Barnhart, R. Brooke,
F. B. Wiegand.
1. To encourage, through officers of AREA, the use of rules for guidance of em-
ployees of the Maintenance of Way Department by the various railroads when p-eparin?
or revising their Maintenance of Way books.
2. To so develop rules covering all phases of Maintenance of Way work so that
AREA may be able to publish a separate handbook which would be more readily used
by various member roads.
3. To keep in constant touch with all other standing committees so that any
changes, or revisions, or additions, that are made from year to year by these standing
committees may be reflected in revision of rules bearing thereon.
4. To edit rules from time to time so a? to better clarify and simplify said rules
as necessity requires.
5. To prepare, with approval of appropriate standing committees, additional rule3
on (a) terminal structures; (b) rail end welding; (c) frog and switch welding in track;
(d) use of various machines for trackwork; (e) fire protection.
6. Work accomplished by the Committee to date is as follows: (References a e
to 1929 Manual and subsequent supplements)
Manual of Rules for Guidance of Employees of the Maintenance of
Way Department
A — General
RulcNos. Authority
1— General Rules 1-29 29-796; 34-109 ; .^6-723
2— Operating Rules 100-101 36-724
3— Use of Signals ISO 36-724
4 — Rules for Government of Employees En-
gaged in Maintenance of Buildings and
Structures 170-172 31-82
588
Rules and Organization
Rule Nos.
5 — Rules for Government of Employees
working on or about the track 200-214
6 — Rules for Government of Employees in
electrified territory 220-227
235-257
7 — Rules for operation of Motor, Hand,
Velocipede and Push Cars 260-284
8— Rules for care of Motor Cars 285-297
B — Duties of Division Officers
1 — Division Engineers 300-302
2— Supervisors of Track 305-319
3 — Section Foremen 325-343
4 — Extra or Floating Gang Foremen 350-351
5— Watchmen 355-359
6 — Supervisors of Bridges and Buildings. . . . 365-379-B
7— General Foremen 380-381
S^Bridge and Building Foremen 385-389
9— Mason Foremen 395-399
10— Painter Foremen 405-410
11 — Supervisors of Water Service 420-425
12 — Water Service Repairmen or Gang Fore-
men 431-437
13— Pumpers 450-458
14 — Motor Car Maintainers 470-475
15 — Supervisors of Work Equipment 490-499
16 — Work Equipment Repairmen 505-512
17— " " Operators 515-520
18 — Supervisors of Signals 530-540
19 — Signal Foremen 550-556
20 — Signal Maintainers 560-594
C— Conduct of Work
1— Care of Right-of-Way 650-665
2— Roadbed— Drainage 670-685
3— Care of Roadway 690-692
4— Ties 695-718
5— Rail 720-745
6 — Other track material (exc. frogs and
switches) 7SO'-776
7— Ballast 780-809
8 — Lining and Surfacing 811-843
9— Frogs and Switches 851-864
10— Switch ties 870-871
11— Track Signs and Posts 875-876
12— Road Crossings 880-883
13— Track Tools 891-895
U — ^Signals and Interlocking See Signal
Manual AAR
15— Buildings 950-1017
16— Water Service 1025-1061
17— Bridges— Steel Structures 1100-1112
18 — Bridges— Masonry 1150-1164
19— Bridges— Wood Structures 1200-1220
20— Other Terminal Structures 1250-1297
21— Inspection of Buildings 1300-1315
22 — Inspection of Bridges, Trestles and Cul-
verts 1350-1413
23 — Telegraph and Telephone Lines See T&T
Manual AAR
Authority
29-803 ; 31-82
29-804
29-806; 36-724
29-808
29-810; 34-109
29-810; 34-109
29-811
29-813
29-813
29-813 ; 314-109
29-814
29-814
29-815
29-815
29-816; 34-109; 36-724
-816
-817; 36-724
-817; 36-724
-818
-818
-819
-819; 36-724
-820: 36-724
-821; 36-724
29-825
29-826
29-827
29-827; 36-725
29-828
29-830
29-831;
29-834
29-836
29-837
29-837
29-837;
29-838
36-725
36-725
36-725
29-839; 31-82
29-842
32-29
34-107
31-82; 35-58
31-83; 33-51; 35-57
29-845
29-847; 34-103
36-725
Rules and Organization 589
Rule N OS. Authority
D — Miscellaneous
1— Handling Scrap and Refuse Material 2000-2006 29-859
2— Handling Explosives 202S-205S 29-860 ; 36-725
3— Procedure in Case of Accident 2100-2135 29-861
4 — First Aid to the Injured 2150-2248 29-862
Organization
A — Science of 29-868
B — Fundamentals of 29-871
C— Chart (Division) 36-726
1 — Titles of Rank of Division Engineer and
below to designate positions of corre-
sponding rank, in M. of W. service 32-28, 29
D — Appropriate Titles for Assistant Engi-
neers 34-108
E — Manual of Instructions for Guidance of
Engineering Field Parties 29-789 ; 32-26
f
r
REPORT OF SPECIAL COMMITTEE ON WATER-
PROOFING OF RAILWAY STRUCTURES
J. A. Lahmer, Chairman;
G. E. BovD,
A. C. Copland,
O. F. Dalstrom,
A. C. Irwin,
F. R. JUDD,
G. E. ROBINSUN,
I. L. Simmons,
A. L. Sparks,
F. P. Turner,
R. A. Van Ness,
L. W. Walter,
H. T. Welty,
C. A. Whipple,
O. G. Wilbur,
Committee.
To the American Raihvay Engineering Association:
Your Committee respectfully submits herewith its report on the following subjects:
(1) Revision of Manual — No report.
(2) Waterproofing and Dampproofing of Railway Structures — Specifications for
materials and application of bituminous emulsions presented last year as information
have been given further consideration. Leading producers of such materials sent mem-
bers of their technical staffs to one of our meetings and information received from them
is being sifted and studied with view to presenting specifications for adoption next year.
(3) Outline of complete field of work of Committee.
(A) Present for adoption specifications for materials and application of bituminous
emulsions.
(B) Study and report on conditions under which it is preferable to use for water-
proofing or dampproofing, asphalt or coal tar in form of —
(a) emulsion,
(b) hot liquid without membrane,
(c) cut-back.
Special Committee on Waterprgoping of Railway Structures,
J. A. Lahmer, Chairman.
Bulletin 393. January, 1937.
591
DISCUSSIONS
I
DISCUSSION ON STANDARDIZATION
(For Report, see pp. 461-474)
Mr. E. M. Hastings (Richmond, Fredericksburg & Potomac) : — You have Bul-
letin 393. If you will turn to the first report in that Bulletin, on page 461, you will
find the report of the Committee on Standardization.
The three usual subjects assigned to this Committee were assigned again for the
year that has just closed. The report covers those three subjects: First, AREA recom-
mended practices that should be advocated for general use. Your Committee has re-
viewed the matter that was presented in last year's report. You will recall that I
especially requested for the Committee on Standardization at that time that you give
some study to the tabulation that was in last year's report. We are presenting that
again this year as Appendix A. This is a tabulation of specifications and recommended
practices, and it has reference to the new Manual, and the new Manual only. Your
Committee again offers this to you as worthy of consideration. These recommendations
should be carefully studied and considered by all railroads, for adoption as uniform
practice in the interest of economy and efficiency.
If you will read the new Manual, the first few pages, and read there particularly
the letter written to this Association and signed by Mr. Symes, I think the material
which is in that Manual should take on new importance to each one of us. If you
have not read that letter, read it when you go home.
The second matter that the Committee presents is what recommended practices
should be sponsored as projects for National Standardization. Your Committee has
recommended, through the recommendation of Committee XIV — Yards and Terminals,
Specifications for the Manufacture and Installation of Motor Truck, Built-in, Self-
Contalned and Portable Scales for Railway Service — 1936.
The Board of Direction of the Association has voted to present this project to the
American Standards Association through the AAR. At the Board of Direction meeting
yesterday the Board approved the submission of the four-section track scale specification
for recommendation as an "American standard."
You will find in the Bulletin reference made to AAR Bulletin No. 2, Railway-
Highway Grade Crossing Protection, which has been recommended for approval as an
"American standard," and you all probably know that since the printing of this report
that has been adopted as an "American standard."
The third subject given to our Committee was maintain contact with Standardiza-
tion bodies and keep the Association informed on important matters developed by such
contact. The information which the Committee presents is found on pages 462-465 and
gives the usual resume of the activities of the American Standards Association, for
which information we are indebted to Mr. J. C. Irwin, and the activities of the Canadian
Engineering Standards Association, which information was furnished us by Mr. McKenzie.
That covers the work of this Committee. As you know, nothing is presented by the
Committee on Standardization for approval or printing in the Manual. It is a report
that is entirely informative. Your Committee requests again that you give real study
to this tabulation of recommended practices which is again presented this year.
That concludes the report.
The President: — Gentlemen, you have heard the report of the Committee on
Standardization. The Chairman, Mr. Hastings, referred to Appendix A, Tabulation of
Specifications and Recommended Practices as Contained in the Manual and Supplemental
Bulletins. I think this is quite an asset to the use of the Manual. I am hoping that
the Publications Committee will in some manner have this issued to the members of
the Association because it makes it easy to find readily in the Manual a particular
specification. The Committee is now excused with the thanks of the Association
(Applause.)
593
DISCUSSION ON YARDS AND TERMINALS
(For Report, see pp. 65-92)
Mr. M. J. J. Harrison (Pennsylvania) : — The Committee on Yards and Terminals
records with sincere regret the loss during the past year of one of its beloved members,
Charles P. McCausland, Engineer of Surveys of the Western Maryland Railroad, a
member of the Association since 1923, and a valuable member of the Committee on
Yards and Terminals since 1926.
The current report of the Committee on Yards and Terminals will be found in
Bulletin 389, pages 65 to 92, inclusive.
■No revision of the Manual is reported at this time.
Under the heading. Hump Yards, the Committee submits as information a list of
features to be considered in the design of gravity or hump classification yards or in the
equipping of such yards with retarders. This is included in the current report under
the heading, Appendix A, and will be found on page 66 of the Bulletin.
The Committee asks that this be accepted as information.
The President: — It will be so received, Mr. Harrison.
Chairman M. J. J. Harrison: — Under the heading, The expediting of freight car
movements through yards, the Committee will submit a short progress report, which I
will ask Sub-Committee Chairman W. F. Cummings of the Boston & Maine to present
briefly to you.
Mr. W. F. Cummings (Boston & Maine) : — The report of Sub-Committee 3 of
Committee XIV, which is one of progress, is shown on page 67 of Bulletin 389.
The Committee has in process the collecting of information as to practices and
experiences of individual railroads in coping with this vexatious problem. The Com-
mittee is still of the opinion that the problem is primarily one of operation since, even
with modern facilities, there are serious delays which to your Committee seem avoidable.
One of the greatest sources of delay is that incident to inspection of equipment,
particularly at interchange points.
The Committee particularly calls your attention to its recommendation to the
Association of American Railroads that this matter be given serious consideration.
The Committee asks that the report be accepted as information.
The President: — The proper officers will take note of your recommendation as to
calling attention to the delays, etc. Thank you, Mr. Cummings.
Chairman M. J. J. Harrison: — The fourth subject assigned to the Committee is that
of Scales Used in Railway Service. The Chairman of this Sub-Committee, Mr. H. M
Roeser, will briefly review the material shown in Appendix C of the report.
Mr. H. M. Roeser (Streeter-Amet Company) : — The report of the Sub-Committee
on Scales Used in Railway Service is on pages 67 to 82 of Bulletin 389.
The work comprises essentially revision of material which was previously published
in the Proceedings in Volume 28, included in the general program of bringing this section
of the Yards and Terminals Committee work up to a status suitable for an "American
standard."
The material presented at this time differs from the old material chiefly in editorial
revision and some technical detail. There seems to be no reason, from the point of view
of the Committee, for going into it in any great detail.
Therefore, I ask that the report be submitted in the usual form for approval.
The President: — Mr. Roeser, we understand that specifications are placed before
the convention this year for a year's trial, with the idea of having them formally
adopted next year.
Mr. H. M. Roeser: — I neglected to say that the report now is intended to lay over
for a year for the purpose of accumulating comment and discussion and to establish the
need of adding substantial material which it does not now contain. I should have said
that the report is to be submitted as information and not for inclusion in the Manual.
594
^ Discussion 595
The President: — Does the convention wish to ask Mr. Roeser any questions at
this time which may change their plan during the coming year? If not, the Committee's
report will be accepted.
Chairman M. J. J. Harrison: — The next item assigned to Committee XIV is Bibli-
ography on subjects pertaining to yards and terminals appearing in current periodicals.
This bibliography, for which the Committee is deeply indebted to Mr. E. E. R. Tratman,
appears on pages 82 to 90 of the Bulletin and speaks for itself.
The Committee presents no reports on item (6) freight house and team yard
driveway widths, or item (7) Rules and Organization.
As to assignment (8), Outline of complete field of work of the Committee, this is
found appearing on pages 90 to 92 of the Bulletin. The Committee asks that this be
accepted as information, it being the Committee's understanding that this is for the
use particularly of the Board Committee on Outline of Work.
The President: — Yesterday there was presented at the Board meeting a compilation
of information regarding committees and committee membership. That volume devel-
oped that Mr. E. E. R. Tratman has served continuously on this Committee since its
inception, which I understand was in 1900, so that Mr. Tratman has served on this
Committee thirty-seven years, the only member of the Association who has such a
record of having served on one committee for that length of time.
The Committee is relieved with the thanks of the Association (Applause).
E. E. R. Tratman (by letter) : — With reference to the bibliography, it may be
pointed out that in addition to technical and descriptive material, it includes such sub-
jects as coordination of transport, containers, bus terminals, door-to-door service and
rail-and-road service, all of which have, or may have in the future, a definite relation to
terminal design and operation.
DISCUSSION ON SHOPS AND LOCOMOTIVE TERMINALS
(For Report, see pp. 137-140)
Mr. J. M. Metcalf (Missouri-Kansas-Texas) : — The report of the Committee on
Shops and Locomotive Terminals appears in Bulletin 389, beginning on page 137.
The Committee this year makes no recommendation on revision of Manual. It
reports progress in study, without report, on the subject of welding equipment installa-
tions as applied to Shops and Locomotive Terminals.
It submits as information a progress report on adaptation of enginehouses, shops
and engine terminal layouts for handling oil-electric locomotives and rail-cars, which
appears as Appendix A on pages 137 and 138 of Bulletin 389. This is a brief addition
to the information submitted a year ago and does not complete the study of the subject.
The Committee recommends that the subject be continued for further consideration.
It submits also as information a brief report on Power Plants, appearing as
Appendix B on page 138, and as Appendix C a report on the subject. Outline of com-
plete field of work of the Committee, which appears on pages 139 and 140. The Com-
mittee makes no recommendations for adoption. Its work this year is confined to the
submission of progress reports as information.
That concludes the report.
The President: — The Chair will welcome from the floor any questions that may be
asked in connection with reports which are presented as progress. The Committee is
relieved with the thanks of the Association (Applause).
DISCUSSION ON UNIFORM GENERAL CONTRACT FORMS
(For Report, see pp. 187-190)
Mr. F. L. Nicholson (Norfolk Southern) :— The report of Committee XX will be
found in Bulletin 390, page 187.
Before making the report, the Committee desires to refer with much regret and
sorrow to the loss of one of its active members, Mr. Shelby S. Roberts, who died on
596 Uniform General Contract Forms
May 6, 1936. Mr. Roberts was Assistant Director of the Bureau of Finance of the
Interstate Commerce Commission. He became a member of Committee XX in 1935
and faithfully performed all the service required during his membership. His wealth
of experience and good judgment were valuable in the work of this Committee.
Subject (1) Revision of Manual. — The Committee has no report to make at this
time on the revision of Manual, and it feels that it has completed its work for the
present at least.
Subject (2) Form of Agreement with Public Authorities for Highway-Grade Cross-
ing Elimination or Separation. — The Committee reports progress on this subject.
Subject (3) Form of Agreement for Cab Stand and Baggage Transfer Privileges,
is submitted for approval of the Association. In order to enable you to decide, this
report will be presented by Sub-Committee Chairman, Mr. E. H. Barnhart, of the
Baltimore & Ohio Railroad.
Mr. E. H. Barnhart (Baltimore & Ohio) :— You will find the report of Sub-
Committee (3) in Appendix A, beginning on page 188 of Bulletin 390.
This tentative agreement has been before the Association as information for the
past two years. It has been printed again, and the Committee is asking approval of the
Association for printing in the Manual. I will read the paragraphs by headings and
indicate certain minor changes in the wording which we feel will further clarify the
meaning of the several sentences.
The President: — As Mr. Barnhart reads these headings, he will pause for comments,
questions or criticisms.
Mr. E. H. Barnhart: — These changes have been made since the Bulletin was printed.
The wording at the beginning conforms with the other forms of agreements now in the
Manual :
1. Grant.
2. Parking Space. — In the first line we desire to change the next to the last word
now reading "its" to "railway", making the sentence read: "The RaUway Company
agrees to permit the Cab Company to park upon railway property a sufficient number
of cabs for transportation of passengers and others," etc.
3. Transfer Cabs. — In the last line a change has been made in the last phrase of
that paragraph. I will read the complete paragraph so it will be clear. "The Cab
Company agrees to provide for regular service at said location suitable cabs and con-
veyances for passengers and baggage to fully accommodate all reasonable demands of
patrons of the Railway Company, and at all times to keep cabs clean and in proper
repair."
4. Transfer — Station to Station. — In the next to the last line of the paragraph, we
desire to change the word "it" to "Railway Company."
5. Agents and Employees. — In the second line we desire to change the word "its"
to "the Cab Company's."
6. Transfer Rates. — In the third line change the word "it" to "the Cab Company."
7. Hotel Solicitation.
8. Baggage Records.
9. Claims. — In the last line we desire to eliminate the word "they", making the
sentence read as follows: "The Cab Company will handle all claims for loss or damage,
other than heretofore specified, direct with the claimants and will assume all costs
thereof."
10. WaybUls.
11. Loss and Damage.
12. Liability. — In the seventh line we desire to change the word "its" to "the Cab
Company's", making the last sentence of the paragraph read as follows: "The Cab
Company agrees to indemnify and hold harmless the Railway Company from any claim
for damages arising from injuries to any of the Cab Company's employees while engaged
in handling the transfer business, whether caused by acts of employees of the Railway
Discussion 597
Company, condition of buildings or platforms of the Railway Company or any cause
whatsoever."
13. Consideration.
14. Term.
15. Assignment.
I move the adoption of Appendix A as corrected, for approval and printing in the
Manual.
The President: — You have heard the motion, which covers inclusion in the Manual,
the Form of Agreement for Cab Stand and Baggage Transfer Privileges. Appendix A, of
this report. What is your pleasure? Are you ready for the question?
(The question was called for, put to vote and carried.)
Chairman F. L. Nicholson: — Subject No. 4, Form of Agreement for Pick-Up and
Store-Door Delivery. — The tentative form of agreement presented to the Association at
the 1936 convention contained the essential terms for such an agreement, was pubhshed in
the Proceedings 1936, Vol. 37, pages 85-91, and is available to anyone interested. The
form is submitted as information only.
That completes the report of Committee XX.
The President: — Thank you, Mr. Nicholson. The Committee is relieved with the
thanks of the Association (Applause).
DISCUSSION ON WATERPROOFING OF
RAILWAY STRUCTURES
(For Report, see page 591)
Mr. J. A. Lahmer (Missouri Pacific): — We have very little to report; nothing for
action by the convention. We have made progress in the preparation of specifications
for materials and application of bituminous emulsions. A tentative specification was
presented last year, and that has received further study in connection with which there
has been considerable discussion carried on by letter and also orally. The last meeting
of the Committee was attended by representatives of seven or eight producers of emul-
sions and a study is being made of the information received at that meeting. We hope
to have something definite to report next year.
The Committee would be glad to be informed of the reaction of the members of
the Association to the tentative specifications that were presented last year, either as a
result of actually having used these specifications or of knowledge that the members
may have gafned otherwise.
At our last meeting the producers were represented by members of their technical
staffs and not by anyone connected with their sales departments. As a consquence, we
received a great deal of what we consider very valuable information, because it appar-
ently was the purpose of the representatives to give us their views based on both actual
experience in practical use and laboratory work.
One thing, and perhaps the principal thing, that will have to be decided is the per
cent of bitumen to be incorporated in the clay emulsions. There seem to be two
schools of thought or practice. One of them insists that you can get as much as 65 or
even 68 per cent of bitumen into the emulsion successfully. The other one says, defi-
nitely and positively that, in the light of their experience, it is not practicable to include
more than approximately 45 per cent. One of the claims that the latter group makes is
that, if you go higher than that, you have an emulsion which more than likely will
require thinning in order to apply it to the surface that is to receive it. Of course, if
we have to thin it before applying it, it may be better to thin it in the process of manu-
facture so it will be in proper condition for application when it is purchased. The
spokesman for the former group indicated that they give the clay some kind of special
treatment.
The desire of the Committee is to receive expressions from members who have used
either one or more of the several kinds of emulsion, to help in making any changes which
may seem advisable in the specifications which were presented last year.
598 Waterproofing of Railway Structures — Electricity
The President: — The specification permits either asphalt or tar as a fabric saturant.
It also permits various materials, either tar or asphalt base, as a protection course for
the fabric. Have you developed any information that would clarify the statements as
to the objection of using a tar base material (either in the protection course or fabric)
in contact with an asphalt base material (either in the protection course or fabric) ?
Chairman J. A. Lahmer:— No, we have not.
The President: — The specification as written permits that?
Chairman J. A. Lahmer: — Yes. The requirement we have is that the bitumen
used for mopping and saturant shall be of the same type. You are referring now, of
course, to the specification for membrane waterproofing and not emulsion?
The President: — Yes, the membrane waterproofing.
Chairman J. A. Lahmer: — The Committee will be glad to study that point, if you
wish. I think, though, it may require some research or laboratory work.
The President: — I have had statements made to me by the tar interests that
there is no objection; the asphalt interests say there is.
Chairman J. A. Lahmer:- — I believe you asked me that question once before,
but the Committee has made no decision.
The President: — Are there any other questions of this Committee? If not, the
Committee will be relieved with the thanks of the Association (Applause).
DISCUSSION ON ELECTRICITY
(For Report, see pp. 457-459)
Mr. H. F. Brown (New York, New Haven & Hartford) : — This Committee is really
more than plural. In comparison with the other committees that have sat upon the
platform this morning, we make a very poor showing, but I assure you the Committee
has been very active.
This happens to be my debut both as a member of the American Railway Engi-
neering Association and as Chairman of the Committee on Electricity, although I have
been a member of the Electrical Section of the AAR since its inception and I have
been in close collaboration and touch with the work of the Committee on Electricity
for a great many years, through Mr. Withington.
My predecessors on this Committee have set such a high standard of work and
have played such an, important part in the application of electricity to railroads that I
have this morning some temerity in standing here and reporting on the work of last
year's Committee, which was headed up by Mr. G. I. Wright who, as many of you
know, severed his connection with the Reading Railroad and is now very actively
engaged with the Westinghouse Company in its Electric Transportation Department.
Therefore, I am reporting on the activities of a Chairman who conducted the work of
this Committee the past year.
Your Committee was instructed to report on (1) Developments in the application
of electricity to railway service, and (2) The principal current activities of the Elec-
trical Section, by synopsis, supplemented with list and reference by number of adopted
specifications, designs, and principles of practice.
In carrying out these assignments, the reports of the Electrical Section have been
summarized and the results follow.
The synopsis is reported on page 457 of Bulletin 392. These reports were pub-
lished in full in Bulletin 388, and, as you can see from this copy of the report here, it
consists of a great deal more than what is included in the brief synopsis.
The Electrical Section, by the way, is divided up into several very important com-
mittees. Committee I is on Power Supply, which is the first subject of the report of
the Committee on Electricity. This part of the report was written by Mr. J. V. B.
Duer, who I understand was to be here today, but I have not seen him this morning.
This report deals with steam and water power available for traction and general
purposes, and internal combustion engine supply. Reference is made to the Third World
Discuss ion 599
Power Conference held at Washington in September last, which, as many of you know,
was a ver\- important international session on the application of power.
Attention is also called to reports made by the Federal Power Commission and
particularly to the views of the Commission as to the possibilities of electrifying 5429
route miles or 12.000 track miles on twenty railroads in the eastern portion of the
United States.
That report has had a great deal of attention in both the technical and non-technical
press. It is still available and its study is recommended to the members of this
.\ssociation for real information on the possibilities of railroad application. In that
connection, I might also add that one of the large trunk lines is still furthering its
electrification program today. In fact, since this report was published, the Pennsyl-
vania has begun work on extending its electrification, as you know, from Paoli to
Harrisburg, and on several of the adjacent freight lines which are carrying very dense
traific.
This power supply report also deals with servicing equipment along right-of-way
for air-conditioning and pre-cooling of cars. This is a very important subject and should
be of a great deal of interest to many of the yards and terminals men and other
operators represented here in this Association. I wish to assure those who are interested
that the Committee is doing a real work on this subject in an attempt to secure at as
early a date as possible, standardization of power supply for the air-conditioning of cars.
Data has been collected and tabulated showing the total electrical energy produced
and purchased during 1935 for the principal steam railroad electrifications in the
United States.
That concludes the synopsis of the Power Supply Committee. If there are no
questions, Mr. President, I will proceed with the second subject, which is that of
Electrolysis.
This subject, which was handled by Mr. D. B. Thompson, Mechanical and Electrical
Engineer of the New York Central, contains a study of leakage of stray current through
foundations of catenary supporting structures and reveals that no actual deterioration of
catenary supporting structure foundations sufficient to give difficulty has been encoun-
tered on any electrified roads due to leakage of stray current through the foundations.
Report is also made on the elimination of the effects of electrolysis by the use of
non-metallic sheathed cables, and life of such non-metallic sheathed cables in service.
Another part of the study of this Committee, which was not reported on this
year, is on methods which have been used in various parts of the country in coordinated
studies of electrolytic problems. A great deal of work has been done on that subject.
In connection with the subject of electrolysis, there is always some reticence to putting
findings into print, because the work of any investigating body may be referred to as
authoritative by commissions and other regulatory bodies, and progress reports are
sometimes assumed to be the last word. The subject of electrolysis is one which has
to be studied with a great deal of care. For that reason, some of the studies have not
been put into print this year, pending further analysis and revision of phraseology.
If there are no comments on that part of the report, I will proceed to the report
of Sub-Committee (3) which deals with Overhead Transmission Line and Catenary
Construction.
The assignments to this Committee were rather important and include important
revisions to the Manual. On this particular part of the assignment we can simply say
that very important progress has been made. The Manual includes Specifications for
Electric Light, Power Supply and Trolley Lines Crossing Railways; Specifications for
the Construction of Overhead Electric Supply Lines for Railroad Use on Railroad
Property; Specifications for the Joint Use of Poles for Power, Communication and
Signal Circuits; Specifications for the Maintenance' of Overhead Electric Supply Lines,
and Specifications for Electric Wires and Cables for transmission lines and catenary
construction.
600 Electricity
A great deal of this work has had to be done in collaboration with other important
technical associations, such as the Edison Electric Institute and various committees of
the communication interests.
It has been quite a task to get all of the various interests in line on this work, but
I think a close agreement on nearly everything in connection with this has been reached,
with the exception of the permissible stresses in some of the steel crossing structures.
It is believed that these can be agreed upon this coming year. When these specifications
are completed, they will be a very useful and important revision to the Manual of the
American Railway Engineering Association and the Electrical Section, AAR.
Specifications for Bronze and Copper Trolley Wire have also been prepared in
collaboration with the American Society for Testing Materials and the American Transit
Engineering Association, these specifications to supersede those presented in 1932. These
specifications have proceeded to the point where they now can be submitted to the ASA
as "American standards," and, I believe, represent a very important piece of standardiza-
tion work which will be very helpful both to the consumers, the railroads and the street
railways, and the manufacturers.
The preparation of Comprehensive Wire Tables was assigned to this Committee
sometime ago, and work is now under way. Preliminary studies indicate very clearly
that this subject is so broad that considerable time will be required for its completion;
also that other Divisions and Sections of the AAR, as well as other engineering
associations, are vitally interested in this subject.
Mr. J. L. Minick of the Pennsylvania has been Chairman of this Sub-Committee
and has done a very great deal of prehminary work and study in connection with the
preparation of these important tables and standards. Some of the recommendations of
this Committee are:
"1. That the Electrical Section request representation on the ASA Sectional
Committee for project B-32, wire and sheet metal gages.
"2. That the Signal Section, Telegraph and Telephone Section, and Mechanical
Division be invited to cooperate in this work through a Joint Committee to be appointed.
"3. That such Joint Committee, if it is appointed, take such steps as are necessary
to secure the cooperation of other interested groups with a view to following the matter
to a conclusion through the procedure of the American Standards Association.
"4. That if such a Joint Committee is appointed, this Committee be relieved of
this assignment, and that the data which has been collected be turned over to the Joint
Committee."
It is very probable that we shall need a little steering and guidance through the
American Railway Engineering Association officers and the Committee on Electricity for
this part of the work of the Electrical Section. You or your successor will probably
have some correspondence with us later on this subject.
If there are no comments on that part of the report of this Committee, we will
proceed to the report of the Sub-Committee on Standardization of Apparatus and
Materials, which was submitted by Mr. K. H. Gordon of the Electrical Department of
the Pennsylvania.
This Committee recommends the utilization, as fully as possible, of the standards
which have been adopted under the procedure of the American Standards Association,
a procedure which has been given very careful consideration in order to protect the
interests of all parties concerned. The general use of such standards by member com-
panies of the Association of American Railroads should ultimately assist materially in
reducing costs of manufacture and time required for delivery.
The standardization of materials is not necessarily a subject confined to the appli-
cation of electricity on railroads. If we can only standardize on more of the materials
used in all parts of the railroad, instead of having special designs and specifications for
everything we use, I think we will all agree that in the long run our costs are going to
be reduced. But, in all this work, we must keep in mind safety of operation, which, of
course, is paramount to everything else in connection with railroads.
I
Discussion 601
Mr. W. A. Radspinner (Chesapeake & Ohio) : — This standardization of apparatus
and materials, does that include such devices as are approved by the Underwriters
Laboratories?
Chairman H. F. Brown: — I should say that it did. The Electrical Section is repre-
sented on various ASA projects which are in progress or completed, and it includes the
materials which are covered by the National Electrical Code, the National Electrical
Siafety Code and the Underwriters Laboratories. It is working with the American In-
stitute of Electrical Engineers and, in fact, it is working with nearly all of the im-
portant associations connected with the manufacture and supply of electrical equipment,
including the National Electrical Manufacturers Association.
Mr. W. A. Radspinner: — That may seem rather irrelevant, but could not all of
these towns and cities have ordinances that require all appurtenances comply with the
National Electrical Code, or be approved by the Underwriters Laboratories? Here is
what happened in Richmond: They could not stop the use of slot machines or the ball
machines in any other way except that the device did not meet the requirements of the
National Electrical Code. That is the way they stopped it.
Chairman H. F. Brown: — That is very interesting. It is a fact, however, to digress
for just a moment in connection with codes, that the National Electrical Safety Code
has not been revised for about twelve years. There are important revisions required to
that code. It is very probable that the National Bureau of Standards and others inter-
ested may, during this next year, propose renewed activity in revising that code. There
are discrepancies between a great many of the local ordinances in the various cities and
towns through which railroads operate, and this National Electrical Safety Code. It
is hoped that, when this revision starts, the railroad interests, the wire interests (com-
munication and power) will all get together and work as a unit to revise this code,
instead of having, as has happened in the past, some division of opinion and possibly
a division of interests, which may have prevented a concise wording of the most desirable
code. I think that is going to be the policy of the representatives of railroads, the
transit interests, power interests and the communication interests, when that work starts.
At least it is a desirable stand to take, on the part of all concerned, if we can get
together in advance. I do know from some preliminary meetings that have been held
that that is the intention.
Incidentally, the report of this Sub-Committee includes a list of standards which
have been issued, and if any of you are interested, you can get either from Mr. Fritch,
the Secretary of this Association as well as the Electrical Section, a copy of the com-
plete report, or as I said in the beginning of my report, this will be found published in
full in Bulletin 388. The standards which have been issued, which are of interest to
all railroad men using electrical materials, fill two pages of the report.
Briefly, those standards include electric wiring and apparatus, wires and cables,
various kinds of magnet wire, weatherproof wire, heat resisting wire, paper insulation,
electricity meters, electrical equipment of buildings, tubular steel poles, dry cells and
batteries, insulator tests, outlet boxes, railway motors, storage batteries, rotating electrical
machinery, certain classes of transformers, insulating oils, carbon brushes.
You can see that it covers quite a good cross-section of the electrical industry. If
there are no further comments on that particular Sub-Committee's report, I will proceed
to report for the Committee on Electric Heating and Welding.
This report deals with the application of electric heat for various purposes, includ-
ing thawing frozen pipes electrically. The application of electric welding and its
equipment is also dealt with in the report.
There is sp)ecial reference in this year's report to the welding of manganese steel
by electric arc process. This subject is of a great deal of interest to all maintenance
of way engineers. A great many of the railroads, I believe, are using very successfully
the methods outlined in this report. Mr. R. P. Winton, who is a member of this Sub-
Committee, happens to be here. I am going to ask him if he will tell us a little bit
about this electric welding subject, because I know he is an authority on that particular
subject.
602 Electricity
Mr. R. P. Winton (Norfolk & Western) :— I am not going to take up the details
of the procedure for welding manganese steel as indicated in this report but just
merely call attention to the fact that the welding of manganese steel is quite different
than most other forms of steel and that certain cautions are necessary in order to get a
satisfactory weld.
A few years ago it was the general opinion that manganese steel could not be
welded successfully. In the last few years there has been developed a nickel manganese
steel electrode which, with proper procedure, does produce good results.
One of the important features in manganese steel welding is the fact that this
work must be done very carefully and the casting should not be overheated. For that
reason, it takes a good deal longer to do than most other types of welding. Unfor-
tunately some people who have attempted it have tried to hurry the work and have
had very poor results. In general, if it is worth-while doing at all, it is worth-while
taking the necessary precautions to get a good job. We have welded a great many
crossings and turnout frogs with this process, and I can assure you that in some cases
the welded crossings have been superior to the original crossings.
Chairman H. F. Brown: — Thank you, Mr. Winton.
Does anyone have any questions they would like to ask Mr. Winton? I am sure
you are going to an authority if you do.
I have been reminded to go back just a moment. In the report on power supply
mention should be made of the very excellent work Director L. W. Wallace is doing in
connection with the standardization of air-conditioning equipment, with especial refer-
ence to the standardization of roadside equipment for power supply. Mr. Wallace has
made two or three talks before technical societies and the railroad association on the
work that he is doing in that connection, one of the most interesting of which was a
paper that was presented before the New York Railroad Club at its January meeting,
which is referred to members of this Association as being a very complete report on
this activity.
Mr. W. A. Radspinner: — The first part of that report which you made deals with
the application of electric heat for various purposes, including thawing frozen pipes by
electricity. Considerable caution should be given to the public about using electricity
for thawing pipes, especially in the hands of inexperienced operators, because that has a
tendency to burn up gaskets, and otherwise damage property and if it results in a short
on some house circuit nearby, somebody is going to be killed or injured and there may
be property burned down as well.
Chairman H. F. Brown: — Replying to that comment, the report specifically says
that this work should only be done by experienced people; and that the following
precautions should be taken.
"(1) The connections to transformers should be made in a safe manner and
protected against accidental contact.
"(2) Fuses or circuit breakers should be used in the connections to the supply
circuits.
"(3) Rubber gasketed unions must be shunted with suitable wire and attachments.
"(4) Connections should not be made to operating rods of valves.
"(5) Where copper and lead pipes with relatively low resistance are connected to
iron pipes, care must be exercised so as not to overheat the iron pipe in thawing out
the lower resistance pipes.
"(6) All connections between gas and water pipes should be removed and all
points of contact insulated during the application of current to avoid overheating gas
pipes or creating sparks adjacent to gas pipes or meters.
"(7) If the neutral conductor of' house wiring circuit is bonded to the water piping
system the bond should be removed during the application of current so as to save
diversion of current and possible fire hazard and to prevent the raising of ground
potentials, and telephone bell ringing.
"(8) All electrical connections should be made by a qualified lineman or electrician.
Discussion 603
"(9) No unauthorized person should be allowed to touch anything connected to
the water piping or electric wiring system during the process of thawing. All animals
should be kept clear of water troughs connected to the system.
"(10) The Water Works Company and the Electric Utility supplying the power
should be consulted before starting the thawing operation."
I simply cite those in toto as an example that the work of the Committee has been
very thorough and we have tried to realize and foresee all hazards and guard against
them. If anyone can think of anything further in that connection, we certainly would
welcome it as a part of the Committee's report.
Mr. W. A. Radspinner: — I agree with the warning, but there are a lot of people
who have taken literally what is in this report. They have not read the other report.
There are a lot of amateur electricians around every railroad who are willing to try
most anything. I just wanted you to bring that out because there are a great many
maintenance of way men who, when pipes get frozen, will take the advice of the first
man who comes along.
Chairman H. F. Brown: — I am very glad to do that here in connection with my
report. Of course, it is realized that such a bulky report as this must be briefly out-
lined and we do have to omit a great deal that is important, in our synopsis. The
brief report should not bo taken as the last word or the total of what we have to say
in connection with anything that has to do with electricity or the hazards of its
application.
The next subject is Application of Motors and was handled by Mr. C. G. Winslow.
It deals with motor control, including a description of the various types of control
equipment and various types of overload protection available for different kinds of
motors.
In addition the assignment of this Committee included new developments in the
motor field, possibilities of standardization of secondary voltages for wound rotor motors
of various makes, design of motor supply circuits, and particularly to power factor
correction.
The work is going to be continued in connection with new developments in the
motor field and further detailed study of the proper lubrication of motors. A discussion
of this report in the Electrical Section brought out the fact that a great many of our
motor ball bearings are being ruined by the injudicious application of lubricants, and
that many operating men put all the oil and grease they can on any bearing. It is not
fully realized that such maintenance or operation of ball bearings will sometimes
ruin them.
There are several pages in the full report devoted to the correction of power
factor, which is a very important subject, especially in connection with securing fair
and equitable contracts for electric energy for shop power purposes. It does not enter
so much into the question of power for illumination but it does in connection with
electric energy for shop power.
The next Sub-Committee dealt with Clearances for Third Rail and Overhead
Working Conductors. There have been in the Manual for a great many years, clearance
diagrams for third rail conductors and also for overhead conductors in relation with
roadside structures and the equipment which operates under the wires.
It has been pointed out for several years that these diagrams are obsolete. They
have been withdrawn from the Manual of the American Transit Association, and that
association is now collaborating with the Electrical Section which is represented by
your Committee, in preparing new clearance diagrams which can be used in the various
published clearances and equipment registers of railroad rolling equipment. The work
is practically completed and has been submitted for approval in so far as third rail
clearances go. There are no radical revisions to that clearance diagram except to pro-
vide space for car retarders in hump yards and also provide space for the roadside
equipment, for cab signaling.
Aside from those two features, the diagram remains practically the same as shown
in the existing Manual. In so far as the overhead clearances go, very radical changes
604 Electricity
must be made. An attempt has been made to submit standards for pantograph
dimensions.
The recommendation is made for a standard trolley wire height of 22 feet, which
recommendation may produce some discussion later, but it seemed a reasonable height to
standardize on. A very elaborate attempt has been made to take into account all of
the factors which will cause encroachment on the clearance diagram, such as the sway
of the pantograph, the tilting of the car or locomotive on their sprmgs, the condition
of the track which may cause the locomotive to rock, careful consideration of whether
or not steam operation is continued under electric wires where clearances are limited,
to permit closer clearances than have heretofore seemed permissible.
Mr. Hamilton of the New York Central has been handling this work, and is doing
a very fine job in the development of these clearance diagrams; and we feel that a very
substantial progress will be made this year.
The next subject reported is on that of the Sub-Committee on Protective Devices
and Safety Rules in Electrified Territory. This part of the report consists of a review
and a revision of the practice for the protection of railroad equipment from danger of
fire caused by electric sparks during the loading or unloading of inflammable liquids.
The Committee also presents a report on recommended practice for the protection of
railroad equipment from danger of fire caused by electric sparks during the transfer
of inflammable liquids to and from tank cars, buses, trucks, aeroplanes, to rail motor
coaches, internal combustion locomotives, supply trains, and other similar equipment.
The almost universal use of gasoline and other inflammable liquids on every rail-
road today emphasizes the importance of this part of our report and our studies. We
thought we had this report in a form this year for submission as Manual material but
it develops that there are still differences of opinion. So this next year we are going
to collaborate very closely with the Signal Section, because the signal departments of
most railroads maintain the apparatus which is recommended, such as bonding, insulat-
ing joints, grounding of track, structures, and other associated equipment, to secure a
standard which will be applicable to track in what may be called non-propulsion
territory, that is, where electric train propulsion is not used.
The part of the report and rules which will deal with the application of these
practices to track which is electrified will be handled by the Electrical Section, and in
that way we hope to get very complete accord, and rules which can be successfully
carried out by the maintenance department of all railroads interested, whether it be an
electrified railroad or a line not electrified.
Mr. W. A. Radspinner: — In the last line there you referred to the handling of
gasoline to supply trains, gasoline being served from the tank cars) In the first part of
the paragraph you referred to the transfer of gasoline from and to tank cars. That is
an entirely different problem.
Chairman H. F. Brown: — That is recognized, as brought out in the discussion in
the Electrical Section. The recommended practice submitted for adoption was sub-
divided as follows: (A) For all inflammable liquid transferring operations in which
vehicles such as buses, trucks and aeroplanes are involved; (B) For all operations in
which, inflammable liquids are transferred to or from tank cars, motor coaches, internal
combustion locomotives, or other rail equipment; and (C) For operations in which
inflammable liquids are transferred through a hose.
The recommended practice was applicable to any equipment, and for all of these
various operations, chiefly to prevent the accumulation of enough static to give, a spark
which would ignite such inflammable liquids. These recommendations are to be further
revised. By next year we hope to submit a concise recommendation for adoption.
Does that answer your question?
Mr. W. A. Radspinner: — My point was that your static electricity can be col-
lected in your tank truck, which may be on railroad property, delivering the gasoline
from the supply train. It may be accumulated in another manner. There is quite a
little difference between your protection for A.C. and D.C. current. You generally
know where one goes but you do not know where the other goes, how far away it will
D is cu ss i 0 n ^2^
be. It seems to me that that thing ought to be divided up so you can take care of
static electricity as well as your known sources of electricity.
Chairman H. F. Brown:— I am very sure that the point that you bring up will be
amply covered in the recommended practice. Of course, that particular phase of it is
recognized by the Committee which is studying the subject.
Mr. W. A. Radspinner:— They use bonding wire of No. 00, and the Signal Section
use No. 6. No. 6 will carry any ordinary load. No. 00 is so cumbersome or big, you
can hardly put it in a track.
Chairman H. F. Brown: — It is just such questions as you have raised which have
demonstrated the desirability of close cooperation with the Signal Section in the
development of recommendations for handhng such inflammable liquids.
At present, recommendations are provided for all loading or unloading tracks
where there are no stray propulsion currents, although it is not always safe to assume
this, because even though a railroad may not be electrified, it may be paralleled by an
electrified street railway system, or some other system carrying current, and because
of that may be carrying through its own rails some foreign stray current. But where
stray current is known to exist, there is a separate part of the recommended practice
so defined: "For all loading or unloading tracks not electrically equipped where stray
electric currents exist;" and finally: "For all loading or unloading tracks electrically
equipped;" that is, where the rails carry the return electric current for propulsion. I
feel sure that when the final recommendations are drawn up, they will take care of such
questions as you have raised.
The next part of the report deals with SQecifications for Track and Third Rail
Bonds. The report this year was very brief and simply a progress report on the assign-
ment, viz., to study the detail bond design and to report any changes or any progress
on various methods of welding bonds, and to continue cooperation with the Heavy
Electric Traction Committee of the American Transit Association, Committee IV — Rail,
Construction and Maintenance Section, and other technical organizations interested in
track and third rail bonding.
I think all of those who saw the manufacture of rails yesterday, with particular
reference to the heat treating of the ends of rail, will realize that there may be some
temerity on the part of some trackmen to apply attachments to the rail ends by a heating
process, such as acetylene gas welding.
Some years ago, this Committee on Electricity, through Mr. J. H. Davis of the
Baltimore & Ohio, who handled this subject very ably, reported that there could be no
objection to such methods if the bonds were applied within the limits of the splice bar.
I think the practice that is being made today in the application of heat to the rail
for other purposes besides bonding must reassure a great many trackmen that the
application of bonds to the rail ends by such methods especially if within the limits of
the splice bar, is not a harmful procedure.
The next subject was that of Illumination, handled by Mr. E. R. Ale. This
Committee's subjects were:
"1. Continue to report on developments in incandescent lamps of interest in the
railroad field.
"2. Make necessary revision of the standard incandescent lamp schedules to keep
them up to date.
"3. Make necessary revisions of the specifications for incandescent lamps, particularly
Sections III and IV, to keep them up to date.
"4. Continue to report on developments in flood-lighting equipment and practice.
"5. Give consideration to the advisability of complete revision of information now
appearing in the Manual as recommended practice, with a view to deleting obsolete
material and bringing the Manual up to date.
"6. Study further the problems involved in the illumination of railroad cars, with
a view to furnishing information which will assist in the selection of the best method
to be employed in the equipment under consideration."
606 Electricity
It is a very large assignment, and about twelve pages are devoted to the various
specifications and findings on this part of the report. General specifications and test
specifications for large incandescent electric lamps arc also submitted this year.
As Chairman of the Committee on Electricity, I feel that this part of the Committee
did a very fine piece of woric in their report this last year.
Although it may not come under the direct purview of this Committee on Elec-
tricity, in so far as it relates to rolling equipment, I feel that a great deal of work yet
remains to be done in connection with the subject of electric lighting of cars.
There has been a decided trend toward indirect illumination. Architects and de-
signers, seeking modernistic effects, have made a very lavish use of indirect lighting in
buildings, and when an attempt is made to apply such lighting methods to railroad
cars, the fact seems to be lost sight of that it sometimes takes about three or four times
as much power and energy as can be carried on a car. A great deal of space on the
cars today is required for the storage battery for lighting, ventilating and air-condi-
tioning, and the time is apparently not distant when we will have to have a much
larger battery than can be provided for today. So, the illumination of cars is a real
problem, and a great deal of study is required for this subject.
The next subject was that of Design of Indoor and Outdoor Substations. This is
of particular interest to those railroads having electric traction. This part of the report
was limited this year to a study of the various types of supervisory systems installed
by various power companies, street railway systems, subways and heavy traction systems,
including the electrified member railroads, with particular reference to the operating
results and maintenance methods. It proved to be a very interesting report, the sum-
mary of which was that nearly all of the supervisory systems which have been developed
and are now in operation show a very high degree of reHability, which of course, is
necessary for all efficient railroad operations.
The Engineer who elects to use such equipment for railroad work, whether in con-
nection with traction, communications, signaUng, or otherwise can feel fairly safe in
using most of the remote control and supervisory equipment which is now on the
market, with the knowledge that they will give reliable operation.
The next part of the report dealt with High Tension Cables. This is a continuing
Committee which has been studying for several years the various types of cables, and
the development of high tension cables for railroad service.
This year's report was very interesting, in that it contained a description of the
cables which carry the highest potential ever used in railroad work, namely, those used
in the Pennsylvania Railroad electrification in tunnels in Baltimore and Washington
carrying over 100,000 volts. A very complete description of this installation is given
in this year's report, to which those interested are referred.
The cable is manufactured and shipped with a lead sheath, which is removed as the
cable is pulled into its conduit or pipe which is later filled with oil under pressure. So
far the installation has proven very satisfactory.
The final part of the report, and which in my opinion is one of the most important
features of the entire report has been a continuation of the report of the Committee on
Application of Corrosion-Resisting Material to Railroad Electrical Construction. This
is a piece of real research which has been done during the past five years by this par-
ticular Sub-Committee, which again, incidentally, has been headed up by Mr. Winton.
Two years ago a very complete progress report was made by this Committee on
the samples which were given an accelerated test in a enginehouse smokestack on the
New Haven System. Similar samples were also placed in what might be called a
service test in two places on the Norfolk & Western, one of which was in a tunnel which
was electrified but which had steam operation under the high tension wires, as well
as electric operation, and another installation was made near the sea coast adjacent to
one of the large coal-handling piers at Lambert's Point.
Since Mr. Winton is here, I think he might relieve me for another minute or two
and tell about this part of the Commitee's work.
Discussion 607
Mr. R. P. Winton: — The report of this year is the results of the tests of some
samples that were installed in Hemphill Tunnel on January 22, 1931 and removed on
January 21, 1936, making a total exposure of five years, in the tunnel.
Thii particular set of samples was subjected to about as severe corrosion as might
be expected, in general, on any railroad. Therefore, the results should be of a great
deal of value.
I will just give you briefly some of the high spots on the results. The complete
report shows pictures of various samples and the loss of weight and the depth of
corrosion.
In the non-ferrous group it was found that hard-drawn coppier had as small loss
as any material. In general, copper is very desirable for electric conductors, and we
are pleased to find out that it has as great corrosion resistance as any material that
was tested.
It was found that when aluminum alloys are subjected to the direct blast of loco-
motives they have very large loss and very deep pitting, which indicates that aluminum
is not suitable for this purpose.
In the ferrous groups, some of the chrome-nickel steels, so-called stainless steels,
were still bright, had practically no loss. It is very interesting that these stainless
steels can resist for five years such drastic smoke conditions and still come through bright.
There were some few stain marks, but they were still essentially as good as the time
they were installed. However, it was found that the heat treatment and the surface
condition had considerable bearing on the loss. Those samples which had been heat
treated and buffed resisted the corrosion much more than samples which were hot
rolled or had been merely turned instead of being buffed.
The chrome steels were not quite as good as the chrome-nickel steels. Some of
the samples contained comparatively small amounts of copper and nickel and stood up
very well.
We had several samples of cast steel containing very high percentage of chromium
and nickel, which were originally developed as heat-resisting alloys, but these samples
also had very small loss when subjected to corrosion at atmospheric temperatures.
Malleable iron had about half the loss of plain carbon steel, which indicates that
m.alleable iron hardware is more satisfactory than the structural grades of steel in
general.
Certain of the copper-bearing steels had slightly smaller loss than the plain carbon
steels, indicating that some of the copper-bearing steels which have been very successful
for coal cars were not as successful when subjected to the direct action of locomotive
smoke.
The ingot iron had the largest loss of any of the samples used, which is a rather
surprising fact.
The galvanized samples had slightly less loss than the ungalvanized samples, but
the life of the galvanizing is very short, probably not more than a year, and therefore
does not help the situation very much.
In general, the results of this test are consistent with the results of the accelerated
tests in the Smoke Jack in Cedar Hill enginehouse.
Although these tests were primarily started in connection with electrical equipment,
many of the results we have found may prove of considerable value to structural en-
gineers for bridge portals, blast plates and other purposes.
Chairman H. F. Brown: — Thank you, Mr. Winton.
This covers somewhat at length, the work of the Electrical Section which the
Committee on Electricity reports to the AREA.
I feel very highly privileged to be here today to report to you the work of the
Electrical Section. I have taken more time than I expected to because I wish to assure
you that the work of the Electrical Section of the AAR, in my opinion, is a real service
to the American railroads. They have very earnest men on their Committees. The
fact that all are not here today does not mean that they are not interested in the
608 Electricity
work of the Section or the work of the American Railway Engineering Association. It
just so happens that most of the members arc so busy they cannot be here today.
Again, I wish to thank you for the opportunity and the privilege of presenting this
report to your Association.
Mr. J. C. Irwin (Boston & Albany) :— I first want to congratulate Mr. Brown on
his maiden report before this Association. He has given us very valuable information
on live topics.
There are one or two items in his report on which I would like to comment. In
connection with the comprehensive tables for wire gages, that subject is already u
project of the American Standards Association and is known as project B-32, Wire and
Sheet Metal Gages. It is sponsored by the American Society of Mechanical Engineers
and by the Society of Automotive Engineers. This Association already has two mem-
bers on that committee, which, unfortunately, has barely gotten well under way. Our
members are J. A. Jones (by the way, he is a Telegraph and Telephone Section man)
and H. G. Morgan who represents the Signal Section or our Committee X.
The Electrical Section has already been asked to add a man to this Committee.
They are progressing on the decimal system, for a single standard wire gage, with
preferred numbers as the basis.
It is just possible that, if they do not make more progress, we may ask to have
the Association of American Railroads added as a sponsor. The present sponsors would
welcome it, but it hardly seems necessary to have three sponsors if the other two keep
the matter active. I think it has been somewhat inactive the last few years on account
of the inactivity of the Society of Automotive Engineers.
In connection with the National Electrical Safety Code, we have had very good
representation from all of our Sections for several years. As Mr. Brown said, that is
under consideration now for revision. That is sponsored by the National Bureau of
Standards. Our interest now is to see that we get proper representation on the new
committee.
We recently were asked to appoint one representative, instead of those that we
have on it. As a matter of fact, we pointed out that the interests of the various
departments of the railroad cannot be covered by one man, and I think we shall
ask for at least three men. It will be the job of Mr. WUson, our President, to see
that we are properly represented because he is now the Representative of the Association
of American Railroads — Engineering Division, on the American Standards Association.
Mr. Brown referred to certain standards in connection with electrical devices. Any
member of this Association can get the full list of the standards of the American Stand-
ards Association, with the prices, by applying to the American Standards Association at
29 West 39th Street, New York. It is worth-while having them. There are over 300
standards already adopted, and it would be helpful for every member to have them
to refer to.
Chairman H. F. Browm;— May I thank Mr. Irwin for his very kind remarks. I
have personally found Mr. Irwin's help, when I was first precipitated into this work,
extremely valuable, and it was one of the things which encouraged me a great deal
in taking up this new work. I feel very sure that with such a friend as Mr. Irwin
in the position of leadership next year, I shall have no difficulty in trying to carry out
the work that has been so very ably begun and carried out for so many years by my
illustrious predecessors.
The President: — Mr. Brown, I think the thanks of the Association are due you for
the manner in which you have amplified this digest, because without such discussion
quite a few of us at least would have been unaware of what the Electrical Section is
doing.
Your Committee, although small in number, has been more than made up by the
quality of its report. Thank you, Mr. Brown. You are excused (Applause.)
DISCUSSION ON WATER SERVICE. FIRE PROTECTION
AND SANITATION
(For Report, see pp. 93-113)
Mr. R. C. Bardwell (Chesapeake & Ohio) :— The report of Committee XIII—
Water Service, Fire Protection and Sanitation is presented in Bulletin 389, pages 93 to
113 inclusive. Although no formal report is made in this Bulletin on the first assigned
subject, Revision of Manual, the Sub-Committee under Mr. Grime has spent a consid-
erable amount of time in assisting in arranging the subject-matter in the best possible
shape for the new edition of the Manual. I will ask Mr. Grime to give a brief report
on the status of this.
Mr. E. M. Grime (Northern Pacific): — The Water Service section covers seventy-
eight pages of the new Manual. In this we have revised, rewritten and boiled down most
of the original reports of the Committee as approved by this Association at various
times over the past 35 years. Where deletions of any consequence have been made, foot-
note reference is given to the location of the original material in the Association
Proceedings.
The entire subject-matter has been rearranged and provided with a table of con-
tents. Obsolete or unnecessary definitions have been deleted, and new definitions or
those desirable of retention are included in the definition section of the Manual. All
specificafons have been carefully scrutinized and, where necessary, revised to conform
to modern practice.
The first half of the section covers the general principles of water supply service,
with specifications and standard plans pertaining thereto and the second half covers
the subject of water treatment, including methods of water analysis and specifications
for chemicals used. This part also includes brief but important reference to boiler
operating methods found desirable where treated water is in use. Typical standard
forms for water service records are included, and brief reference made to methods of
sewage disposal and also sanitation as related to railway equipment.
It is believed that the subject-matter now covers in a concise way the more im-
portant details of water service as developed to date, and the looseleaf arrangement of
the new publication makes it possible to readily keep this section up to date and in
order by the insertion of new sheets covering revisions or additions which the Commit-
tee may find desirable by its continued study of water service matters.
The new Manual has been written in the simplest form and arranged to be readily
available to busy operating officers who may not be interested in technical details. It
should constitute a worth-while addition to the library of railway operating and en-
gineering officers. It should also be valuable as a college textbook for specialization
in railway water supply, as well as to industrial officers seeking data on current practice
in this special field of railway operation.
Chairman R. C. Bardwell: — The final report on assignment (2) Relation of Rail-
way Fire Protection Equipment to Municipal and Privately-owned Waterworks is pub-
lished on pages 94 to 97 inclusive. It is first desired to call attention to a typographical
error which occurred in the printing of this report, which should be corrected in the
final printing in the Proceedings. Reference is made to decisions in two court cases.
The first, at the foot of page 96, is shown correctly. The second, beginning vdth the
second paragraph on page 97, should have the heading shown in boldface type similar
to the first reference, and a new paragraph beginning with the words "Our decision in
the Kenyon case," etc. The report will be presented by the Sub-Committee Chairman,
Mr. Radspinner.
Mr. W. A. Radspinner (Chesapeake & Ohio) : — This subject was assigned your
Committee in 1934 and progress was reported in 1935. The information and data given
here has been obtained from engineers of the underwriters and from the railroads.
A questionnaire was prepared and distributed to member roads, and it was found
that the railroads were, in some cases, not sure of what rates they were paying to
609
610 Water Service, Fire Protection and Sanitation
municipal and privately-owned waterworks for fire service charges, and that there
was very little data available for comparative purposes. There was no available data
or universal yardstick on which the charges were based.
One system found that it paj-s $3,09S annually for the right to use its own fire
fighting facilities that are paid for, installed and maintained to better protect its prop-
erty, assist the waterworks companies and help protect adjoining property not its own.
Pubhc fire protection is a governmental function, and for such service public fire
departments, consisting of apparatus and men are maintained by municipal funds ob-
tained from the general tax levy. In the case of a private water company, the
municipality pays direct for fire protection service.
It is desired to repeat the conclusions of the National Firewaste Council in its
pamphlet entitled "Water Charges for Pubhc and Private Fire Protection:"
"(1) The municipality has a recognized responsibility for furnishing fire protection.
The object of both public and private protection is the same, to extinguish fire with
a maximum of effectiveness and a minimum of damage. Automatic sprinkler and stand-
pipe systems may reasonably be considered as extensions of the public water supply,
supplementing and making more effective the municipal fire protection facilities.
"(2) Private fire protection services do not necessitate increased capacity for
supply works or for distribution systems beyond that necessary to provide supply for
reasonable public protection. There is a community benefit from the general installation
of automatic sprinkler systems and other private fire protection equipment, much of
which is required by law in many cities. A property owner who is willing to install
automatic sprinklers, private hydrants and standpipes at his own expense should be
given every encouragement to do so."
This report is submitted as information.
The President: — Being submitted as information, no action will be necessary.
Chairman R. C. Bardwell: — The final report on assignment (3) Use of Phosphates
in Water Treatment, is published on pages 97 to 101 inclusive and assembles in one
report some very valuable information on eight different types of phosphates used in
water treatment. This information has been available before only through extensive
search of the chemical literature. It is desired to call attention to one typographical
error which should be corrected in the Proceedings.
On page 98, under (3), Sodium Meta Phosphate is shown with a P-Os content of
30.38. This should have been 69.62. The Na-O content is shown as 36.38. This
should have besn 30.38. The report will be presented by Sub-Committee Chairman
J. J. Laudig.
Mr. J. J. Laudig (Delaware, Lackawanna & Western) : — Your Committee wishes
to speak on the report on the Use of Phosphates in Water Treatment, shown on pages
97 to 101. This section of the report covers the advantages of the various phosphates
used in the treatment of boiler feed-water and carries a compilation of data secured
through a great many sources, making it available for water-treating engineers.
It gives definite knowledge of the characteristics of phosphates and the advantages
of each, and their reaction in boilers. Five tables are shown, in addition to the chemical
reactions found.
The report does not attempt to compare phosphates with other chemicals for water
treatment but it does give valuable information.
I recommend the acceptance of the report and that it be published as information.
The President: — The report will be so handled. The Chair will acknowledge any
questions from the audience in connection with these reports that are presented as
information or progress.
Chairman R. C. Bardwell: — The progress report on subject (4) Cause of and
Remedy for Pitting and Corrosion of Locomotive Boiler Tubes and Sheets, with special
reference to status of embrittlement investigations, will be presented by Sub-Committee
Chairman, Mr. R. E. Coughlan.
Mr. R. E. Coughlan (Chicago & Northwestern): — The report of the Committee
appears in Appendix C on pages 101 and 102 in Bulletin 389.
Discussion 611
During the past year the Committee has reviewed what further information has
been available both from railroad sources and the Joint Research Committee on Boiler
Feedwater Studies.
As a result of investigations and experiments made during the past year, it is now
believed that actual progress is being made to develop methods which may lead to
retarding embrittlement of boiler metal, and to have the metallurgical properties now
being recommended for consideration by the Mechanical Division of the AAR.
It is the unanimous recommendation of the Water Service Committee that the
Mechanical Division be urged to carry out such necessary research work on metallurgical
properties of steel as will be necessary to control the quality of steel to be used for such
work, and, further, that this investigation include physical and chemical properties,
methods of manufacture, fabrication, stress and strain to which boilers are subjected,
both in their manufacture and under operating conditions.
This report is offered as information.
The President: — It will be so received.
Chairman R. C. Bardwell: — While the Sub-Committee studying subject (S) Value
of water treatment with respect to estimating and summarizing possible savings effected,
has no formal report at this time, considerable study has been carried out, and I am
going to ask the Chairman, Mr. C. P. Richardson, to briefly advise the present status.
Mr. C. P. Richardson (Chicago, Rock Island and Pacific) : — During the past year,
your Committee has collected considerable data relating to present-day water supply
practice on various railroads, with a view of outlining possible added savings and a
field for economical research on this phase of railway engineering.
At the time the Committee report went to press, insufficient data was available,
but it is believed that a brief statement will be of interest. It has been estimated that
American railroads evaporate approximately 335,000,000,000 gallons of water annually,
and, of this amount, 135,000,000,000 or 40 per cent, is used without treatment.
It has also been estimated that $12,000,000 can be saved annually by elimination of
corrosion, and a much larger amount with the elimination of scaling solids in boiler
feedwater.
In 1923, a group of engineers and chemists organized the Joint Committee on
Boile; Feedwater Study. This Association is one of six organizations sponsoring this
work. The major work thus far relates to the embrittlement and cracking of boiler
steel. Valuable data on this subject have been made available from time to time. At
the clore of 1935, available funds of about $16,500, contributed by industries, public
utiliti-s, insurance companies, and other interested parties, had been expended, and
the init al contribution of this Association last year has allowed the work to continue.
It is believed that research work on problems peculiar to the railroads, supple-
menting this work, would make possible substantial reductions in operating costs and
necessary improvements in the operating efficiency of steam power. The collection
of data now under way is for the purpose of formulating definite recommendations as
to the economic procedure relating to laboratory and field work.
Chairman R. C. Bardwell: — The final report on subject (6) Methods of analysis
of chemicals used in water treatment will be presented by Sub-Committee Chairman,
Mr. R. M. Stimmel.
Mr. R. M. Stimmel (New York, Chicago & St. Louis) : — ^The report of Sub-Committee
(6) Methods for Analysis of Chemicals Used in Water Treatment is on page 102 of
Bulletin 389.
The chemicals reported on this year are Sulphate of Alumina and Salt to be Used
in the Regeneration of Zeohte Water Softeners.
A complete analysis of these chemicals is not necessary to determine their value
as water-treating chemicals, and methods are given only for the determination of the
constituents which are of value and which are covered by specifications in the Manual.
Both rapid and precision methods are given for the determination of the amount of
sodium chloride in the regeneration of zeolite water softeners and in the analysis of
sulphate of alumina, the determination of total iron and aluminum oxides.
612 Water Service, Fire Protection and Sanitation
The method for the analysis of salt to be used in the regeneration of zeolite water
softeners is presented as information. It is recommended that the method given for
the analysis of sulphate of alumina be adopted for inclusion in the Manual.
The President: — All in favor of including this material in the Manual will con-
sent by saying "aye"'; contrary. It is carried.
Chairman R. C. Bardwell: — The progress report on subject (7) Regulations Pertain-
ing to railway sanitation, will be presented by Sub-Committee Chairman H. W.
Van Hovenberg.
Mr. H. VV. Van Hovenberg (St. Louis-Southwestern) : — The report of your Sub-
Committee is found on page 105, Appendix E. The questionnaire sent out to member
railroads has been returned, and the questions are being tabulated, so that we can
reissue, we hope, Bulletin 133 M&S in the very near future, acceptable to the member
railroads for routine practice.
Chairman R. C. Bardwell: — Your Committee has no report at this time on subject
(8) Clarification and Disinfection of Sjnall Railway Drinking Water Supplies.
The report on Determination of and Means for Reduction of Water Waste will
be presented by Sub-Committee Chairman, Mr. J. P. Hanley.
Mr. J. P. Hanley (Illinois Central) : — The report on water waste appears on page
106 of Bulletin 389. It is estimated that water for all purposes cost the American
railroads approximately $26,000,000 in 1935, plus $4,500,000 for maintaining the water
facilities.
In view of this large expense, the Sub-Committee has thought it advisable to describe
in detail many of the sources of waste and the methods by which this waste can be
reduced to a minimum.
This detailed information appears on pages 107, 108 and 109. The conclusions
appear on page 109 and may be summarized briefly as follows:
"Constant viligance is required on the part of employees and supervisory forces
to save water.
"A system of daily or weekly meter readings should be maintained for comparison
to see if any waste exists.
"Water waste prevention publicity, consisting of water cost statements and other
literature should be distributed among the employees using water, and frequent in-
structions given to the employees through the division and district waste avoidance
meetings on this subject.
"Facilities having concealed overflow pipes, such as water column pits, washout
tanks, et cetera, should be examined frequently to see that leakage does not take place
through these hidden outlets. Hidden leakage in underground mains should be sus-
pected where any undue increase in meter readings is shown, even although the leak-
age from the main does not appear on the surface, and necessary examinations made to
determine and stop the leakage.
"The installation of proper size connections in service lines should be made instead
of oversize connections. Adequate connections are suitable as a means of preventing
waste, also as giving better pressure for the system."
This report is submitted as information.
Chairman R. C. Bardwell: — Your Committee has no report at this time on subject
(10) Classification of Water Service Material.
Subject (11) Rules and Organization, was eliminated from the Committee pro-
gram by the Board Committee on Outline of Work.
The preparation of the report on subject (12) Outline of complete field of work
of the Committee, was handled by a Sub-Committee of which Mr. H. F. King is
Chairman. The report appears on pages 110 to 113, inclusive, and is self-explanatory.
This concludes the report of the Committee.
The President: — Mr. Bardwell, the report of your Committee contains considerable
data that is useful. Being presented as information, it will be so recorded in the
Proceedings. The Committee is excused with the thanks of the Association (Applause.)
DISCUSSION ON WATERWAYS AND HARBORS
(For Report, see pp. 141-159)
Mr. F. E. Morrow (Chicago & Western Indiana) : — The report of this Committee
wOl be found in Bulletin 389, page 141. The first report to be presented is on warehouse
piers and will be presented by the Chairman of the Sub-Committee, Mr. Benjamin Elkind.
Mr. Benjamin Elkind (Erie) : — The report of the Sub-Committee is shown as
Appendix A on pages 142 to 151 of Bulletin 389.
That portion of the report on pages 143 to 145, inclusive, is based on information
assembled by the Yards and Terminals Committee in 1931 from eighty-nine answers
to questionnaires sent to operators and owners of various rail and water terminals in
the United States and Canada. This information has never been presented, but your
Committee thinks as far as warehouse piers are concerned, that it would be helpful
to show the general picture as well as specific variations.
This report describes in some detail three existing warehouse piers, one near Nor-
folk, Va., one in Seattle, Wash., and one in Weehawken, N. J., a one-story, a two-story
and three-story warehouse pier, respectively. This report is submitted as information.
The President: — The report will be so received.
Chairman F. E. Morrow: — The second report to be presented is size and depth
of shps required for various traffic conditions, including costs of construction and
maintenance. The Chairman of the Sub-Committee, Mr. Smith, is unable to be here
today, and I am asking Mr. Elkind to pinchhit for him and to present this report.
Mr. Benjamin Elkind: — The report of this Sub-Committee is shown as Appendix B
on pages 152 to 155 of Bulletin 389.
This report points to the various uses of slips that affect their dimensions and
also points to the various factors that determine their cost and maintenance.
The Committee feels that the dimensions of the shps are so dependent upon the
design of the facility the slip serves, and the cost of construction and maintenance is
so variable, depending mostly on local conditions, that the determination of slip
dimensions and further consideration of the cost of its construction and maintenance
will be of little general value.
The report is submitted as information, but it is the opinion of the Committee that
the subject be discontinued.
The President: — It will be so received.
Chairman F. E. Morrow: — The third report which the Committee presents is on
the subject "What is navigable water in fact". This report will be presented by Mr.
Hyde, Chairman of the Sub-Committee.
Mr. N. D. Hyde (New York Central) : — The full report on this subject will be
found in Bulletin 389 on page 155.
The Committee report presents a review of court decisions and interpretations
relating to this subject.
The Federal Government is given control over navigable waters by the commerce
clause of the Federal Constitution.
Navigable waters which are navigable in fact are included within the scope of
this clause. Whether a water body is navigable within the clause or not depends upon
the facts in each particular case. The Supreme Court has set out a few general rules
and requisites for the determination of navigability. One of the best definitions is
given in the early case of The Daniel Ball, 77 Wallace's Reports, 557, at page 563:
"Those rivers must be regarded as public navigable rivers in law which are navi-
gable in fact. And they are navigable in fact when they are used, or are susceptible of
being used, in their ordinary condition, as highways for commerce, over which trade
and travel are or may be conducted in the customary modes of trade and travel on
water. And they constitute navigable waters of the United States within the meaning
of the acts of Congress, in contradistinction from the navigable waters of the States,
when they form in their ordinary condition by themselves, or by uniting with other
613
614 Waterways and Harbors — Roadway
waters, a continued highway over which commerce is or may be carried on with other
States or foreign countries in the customary modes in which such commerce is conducted
by water."
The courts have passed on the present use of water bodies in great varieties of
situations. Some of these were considered navigable where navigation was possible
for but a few months of the year, where portages were necessary, where a stream had
artificial obstructions in it, such as dams, where sandbars and rapids interfered, where
the principal use was limited to floating logs, where there has been little use because
of the locality not being settled. It has been held that the Federal Government's power
extends beyond the limits of the navigable portion of a stream if the navigable portions
are to be materially affected by interference at a point in the non-navigable portion.
On the other hand, water bodies have been held to be non-navigable where the
evidence of the navigation was scanty or where the navigation was confined to short
periods of high water during the year.
Except for the few general principles which have been crystallized by constant
reiteration down through the cases, navigability depends almost completely on the facts
in each particular case. A common-sense analysis of the use or possibilities of the
use of a stream in its natural state has to be made in every instance. The courts make
the final determination of navigability but the attitude the courts will take may be
fairly well determined if the facts of the navigability are thoroughly investigated.
The cases cited in the complete report of the Committee, published in the Bulletin,
comprise a general set of rules to be used as a guide in connection with the investigation
of the question of navigability of water bodies. The report is submitted as information,
with the recommendation that the subject be discontinued.
The President: — It will be so received.
Chairman F. E. Morrow: — That constitutes the reports which this Committee has
to present this year.
The President: — Mr. Morrow, the information which your Committee has presented
is a valuable asset to the Association. You are excused with thanks (Applause).
DISCUSSION ON ROADWAY
(For Report, see pp. 163-181)
Mr. Geo. S. Fanning (Erie) : — The report will be found in Bulletin 390, beginning
on page 163. The organization of this Committee is somewhat different from others.
We have nine standing sub-committees, each one of which handles the subject of
revision of the Manual as it affects their subject. So that we will take up the Sub-
Committees in order, first that on physical properties of earth materials. Mr. Legro is
not here. You wUl find this report on page 164. It is fundamentally an outline of
the work done at the first International Conference on Soil Mechanices and Foundation
Engineering held at Harvard University in June, 1936. This conference really started
the subject seriously in the United States. The different subjects considered are out-
lined here, and the Committee will follow the work of this conference as occasion arises.
The second Sub-Committee offers a report which is found in Appendix B and will
be presented by Mr. Botts of the Chesapeake & Ohio, Chairman of the Sub-Committee.
Mr. A. E. Botts (Chesapeake & Ohio) : — This Sub-Committee's subject is Specifi-
cations for Cast Iron Culvert Pipe.
At the 1935 convention a Sub-Committee reported on the "Extent of Adherence
to Specifications for Cast Iron Culvert Pipe," recommending that this specification be
revised, as in its present form it was not in general use by the railroads.
This subject was then assigned by the Board of Direction for report at the 1936
convention.
Letters were written to several manufacturers of cast iron pipe asking for opinions
and practicability of the AREA specifications. The replies indicated that the AREA
specifications were so far from general practice that they could not be used without
Discussion 61S
considerable expense to manufacturers. Several recommended the use of the ASTM
specifications.
Comparative data on pipe made to the several specifications was obtained, and
the results presented to the convention of 1936 and published in the Proceedings on
page 127. This table shows the comparison of nominal thickness, estimated weights, and
comparative cost per hnear foot.
Following statement was made at the end of the report:
"It will be noted that pipe made to the ASTM specifications of a grade equal to
or heavier than that of the AREA specifications is uniformly much lower in cost, except
for the 12-inch size where the heaviest ASTM grade is .04 inch (10 per cent) less in
thickness and 23.4 per cent less in cost.
"We therefore recommend that the AREA specifications (Bulletin 327, pages 6 and 7)
be withdrawn from the Manual and recommend the use of ASTM Tentative Specifications
A-142-34-T, pending further consideration of this subject by the Committee."
This recommendation was approved by the convention and the existing specifications
withdrawn.
Since that date we have gone over the various specifications and decided that the
ASTM specification best suits our use. I will read the headings of the specifications
as they appear starting on page 167:
Scope. Classes.
The President: Mr. Botts, may I ask a question? Are these specifications identical
with the ASTM A-142-3S-T?
Mr. Botts: — Yes. Type of Pipe. Material. Casting. Coating. Chemical Com-
position. Strength Requirements. Three- Edge-Bearing Method. Testing Apparatus.
Number of Tests. Selection of Test Specimens. Length of Test Specimens. Testing and
and Disposal of Test Specimens. Retests. Diameter. Length. Dimensions and Weight.
Waiver of Strength Tests. Character of Castings. Weighing. Marking. Inspection.
Rejection.
I recommend that this specification be adopted for inclusion in the Manual.
Mr. G. F. Hand (New Haven) : — I just wanted to inquire if this classification on
page 170 under Sizes, Weights and Permissible Variations does away with the old
classification we have been used to, that is the so-called A, B, C and D. How does this
new classification compare with, for example, the old Class D or the old Class B pipe?
Mr. Botts: — I do not know that I can answer your question. You have reference
to the pressure pipe. These classes take care of the situation very nicely for culvert use.
The President: — The Committee has presented these specifications for adoption
and inclusion in the Manual. I am just wondering if there should be some notation
made in these specifications and revisions thereof — if the Committee wishes to go that
far — the .'\STM designation "T" is tentative. That specification may be changed next
year.
Mr. Botts: — That is true. Of course, in that case we will change our specifications,
if we agree to change.
Mr. W. J. Burton (Missouri Pacific) : — In view of the question and answer just
made, it would seem wisdom to defer printing this in the Manual until after it has
been finally approved by the ASTM, and then make the text coincide exactly with the
final ASTM text.
Chairman Geo. S. Fanning: — I would like to answer that, if I may. I think there
is a radical difference in the operation of the ASTM and the AREA, in that the ASTM
adopt temporary specifications and print them and issue them in the same pamphlet
form as a final specification. It may be a number of years before they do anything
about making a specification finaL They do not have the easy way of changing things
that we do. They have a good deal more machinery. I think it would be a mistake
to leave out the specification simply because the ASTM has not adopted it. We are
not necessarily adopting it as an ASTM specification. We are recommending this as a
specification for the use of railroads. It is the best there is at the present moment. If
616 Roadway
something better comes next year, we will be very glad to change it. So I think it is
a mistake to wait on some other body, simply because they have a "T" after the title.
I think before there is any further discussion I ought to read a written discussion
received from Mr. Hirschthal of the Lackawanna, in which he refers to the table on
page 170 to which Mr. Hand referred.
First answering Mr. Hand's question perhaps a little more specifically, I think that
these three classes of pipe, for our purpose, can be considered substantially the same
as the present casses A, B and C, approximately. You will get more information about
that in our last year's report where the different classifications of pipe were actually
compared by thickness and weight.
But Mr. Hirschthal says, with respect to the test given in section 8 (b), "I believe
10 per cent overload without cracking is not sufficiently safe allowance, particularly as
such loads are subject to great variations dependent on character and condition of fill,
conditions of laying, and possible increased engine loadings. Would suggest an increase
to at least 25 per cent and preferably SO per cent overload."
That is his comment. I answered him, and perhaps he was satisfied with the
answer. But I was flattered that somebody took the trouble to write something about
it. I said this:
"If you will refer to the Roadway Committee's 1936 report (Vol. 37, p. 127), you
will note that we have heretofore reached the conclusion that cast iron culvert pipe of
comparable shell thickness and weight will be lower in cost if purchased under the ASTM
specification than if purchased under either the former AREA specification or the
American Waterworks Association specification, and recommended that the ASTM
tentative specification be used pending further consideration. This further consideration
leads to the conclusion that, if we are to obtain the lowest possible cost for cast iron
culvert pipe, we must use a standard specification used by other purchasers of similar
pipe, and that we must not make any changes from this specification which would in
any way make our orders 'special,' with the consequent increased cost. The loading
tests, which you think should be stiffened by increasing the overload without cracking
from 10 per cent to 25 or SO per cent would in effect completely change the specification
because the test load (2000D, 3000D or 4000D) determines the classification of the pipe.
This concentrated load used in testing has no direct relation to the maximum load for
which the pipe might be used. The engineer in using pipe for a culvert must take
into consideration the very things which you mention — character and condition of fill,
conditions of laying and possible increased engine loadings — in determining which class
of pipe (standard, heavy or extra heavy) he will use for any particular culvert.
Changing the specification from that recommended by the ASTM with respect to the
test overload without cracking would only set up three other kinds of pipe, different
from the three ASTM kinds, from which the engineer would again have to make a
choice to fit particular conditions." That was Mr. Hirschthal's first criticism and our
answer.
His second criticism was with respect to paragraph 18 (b) on page 172. He says:
"IS per cent tolerance is too great an allowance for pipe 24 inches and under, as the
thickness would then be thrown into the next lower class. 7J/^ per cent should be
ample tolerance."
The Committee's answer to that was: "With regard to the tolerances in article 18,
the same argument for standardization of specification will apply. It does not seem that
these tolerances with respect to thickness are critical, considering that the difference
between a IS per cent tolerance and a 1^2 per cent tolerance on the 24 inch size is only
from .04 to .05 of an inch, and that there is also the weight tolerance of only 5 per cent,
which must be met. This of itself would prevent the substitution of a lighter class
pipe."
Mr. Hirschthal also suggested that this specification be laid over until the ASTM
adopted it, and I made substantially the same answer as I have tried to make here to
Mr. Burton.
D i s c u ss i on 617
The President:— Mr. Fanning, you have stated that in the opinion of your
Committee these specifications should be adopted as AREA specifications for cast iron
pipe.
Chairman Geo. S. Fanning: — Cast iron culvert pipe.
The President: — It would clarify the situation if the note "Adopted from ASTM
Specification A-142-35-T" were changed to read "Identical with" those specifications.
Chairman Geo. S. Fanning: — That is entirely satisfactory with us.
The President: — That places it as an AREA specification, and at the same time
states that it is identical with the ASTM.
Chairman Geo. S. Fanning: — That is exactly what we are trying to do. We have
examined all the specifications that there are on the market, and we think this is the
best one; that is, it will give us the best culvert pipe at the lowest price.
Mr. D. J. Brumley (Chicago) : — I wish to raise the same question about the
footnote under the title. I was wondering if the word "adopted" should not read
"Adapted from ASTM Specification." I think that question is answered by the one
you asked the Chairman.
Chairman Geo. S. Fanning: — I think it was intended to be "adapted."
Mr. Brumley: — The other question I have in mind is this: Has Committee I —
Roadway collaborated with a similar committee of the ASTM in the preparation of
this specification ?
Chairman Geo. S. Fanning: — No, we have not, because first we examined their
specification and found that it was about as satisfactory as we could get, so that there
was no particular need for cooperation. If we had found radical differences of
opinion, I think we would have gone to it.
The President: — I am still wondering, Mr. Fanning, if the word "adopted" might
convey the information that you had taken part of the ASTM specification and not all.
Chairman Geo. S. Fanning: — I think it does, and I think it should be changed to
"identical with."
Mr. W. J. Burton: — It is my understanding that the present policy with respect
to the Manual is to make; reference to specifications originated by other organizations
and not repeat them in our Manual. There may be some reason why it is desirable to
vary from that in this case, but, as I understand it, that is the general practice.
With regard to confusion, I am inclined to agree with Mr. Hirschthal that, if we
publish an ASTM specification in our Manual and next year or the year after the ASTM
comes along with a revision, there will perhaps be more confusion than if we allow
the matter to stand as it is.
This specification is already published in our Bulletin and will be re-published in
the Proceedings and so is available to our membership right now. Putting it in our
Manual may add to the confusion and there is the further objection of publishing as
our specification something that some other body has originated and already published.
Chairman Geo. S. Fanning: — I have never understood that we were not to include
in our Manual anything which we adopted, simply because it was somebody's else.
I understood exactly the contrary, that, if we did adopt it, it should be put in our
Manual where it would be available to our membership, because certainly the ASTM
publications are not generally available.
As to the possibility of the AREA modifying specifications from year to year, I
think we can get modifications in before the ASTM does, as far as that is concerned,
because they have a rather complicated mechanism on any changes they make.
Mr. Burton: — I would like to hear from Mr. Brumley on the point, as to whether
we are making it a practice to repeat specifications taken bodily from other organizations.
The question of copyright enters into the decision.
Mr. Brumley: — In the preparation of the Manual, we have included in it specifica-
tions of the ASTM in which committees of the AREA collaborated with similar com-
mittees of the ASTM, such as the specifications for Portland cement and a few other
specifications of that sort. I do not recall an instance where we have included in the
618 Roadway
Manual specifications of tiie ASTM in which no committee of the AREA had
collaborated with a similar committee of the ASTM.
Mr. F. M. Patterson (Railway Age) : — Mr. Brumley, do you see any objection to
such practice?
Mr. Brumley: — My personal feeling is that, where a specification is very largely
used by the members of the AREA, and it may have been prepared by the ASTM, we
should get the consent of the ASTM to repeat that specification in the Manual. If
we do not, and we tell our members that the specification for which they are seeking
information can be found only in the ASTM standards, the tendency would be, I believe,
for our membership to withdraw from this organization and purchase the specifications
of the ASTM or some other organization. As a matter of fact, specifications covering
this number of pages do not cost a large sum of money, and, if it is going to add to the
convenience of our membership, I am inclined to think we should spend that extra
money and duplicate the specifications in our Manual.
I am not representing the views of the Special Committee on Manual or the
Board Committee on Manual. It is simply my personal view.
The President: — I find in the Manual, in the section for Iron and Steel Structures
Committee, the report on materials, these words: "The requirements for structural and
rivet steel in these specifications are identical with the requirements for the same mate-
rials in ASTM standard." Then it gives the number. That is repeated several times
throughout, and the specification is complete in itself. The specifications for forgings,
cast steel, structural steel, are complete in this Manual.
Mr. G. A. Rodman (New Haven) : — They simply say, though, these specifications
are copied from ASTM. In other words, be frank and give them the credit for it, if
we copy their specification.
Chairman Geo. S. Fanning: — That is what we propose to do.
Mr. C. W. Baldridge (Santa Fe) : — I do not see any justification for making our
Manual an index for the ASTM. The matter of culvert pipe to be used in railroads is
something that the members of this Association learn about and determine the value of
from actual experience with culvert pipe in track. '
If my understanding of the ASTM is correct, it is largely a matter of laboratory
practice, and I see no reason why we should adopt a laboratory practice specification
in preference to one based on experience. One thing that must be kept in mind is that
laboratory work is an effort to find out quickly what can be found out more certainly
in a longer time by experience, and I feel that this specification should be published in
full in our Manual.
Chairman Geo. S. Fanning: — I agree with what Mr. Baldridge said, except that he
says the ASTM is based on laboratory practice. As a matter of fact, the ASTM is an
organization of about fifty per cent manufacturers and fifty per cent users, and the
laboratory man is just in between the two. He is the ham in the sandwich.
The President: — The motion is that these specifications be adopted and printed in
the Manual and that there be an appropriate footnote that they are identical with the
ASTM 142-3S-T. All in favor say "aye"'; contrary. It is carried.
Chairman Geo. S. Fanning: — Our Sub-Committee (5) on Roadway Drainage asked
me to call the attention of the convention to the fact that the material on roadway
drainage in the Manual is the outcome of an emphatic request from the floor of the
convention. It covers a subject most important to the maintenance man. The Com-
mittee, having completed the subject for the Manual, is now studying the adherence to
this recommended practice and progress in the science and art of roadway drainage.
A number of Class I railways have been contacted for such information, with the
thought that such contact would accomplish something towards further "selling" of
proper roadway drainage to the railways. The Committee urges maintenance men on
every railway to study these recommended practices and solicits criticisms and sug-
gestions concerning them and any information as to new developments in roadway
drainage,
Discussio n 61Q
The sixth subject. Roadway Protection, particularly Concrete Slab Roadbed, \vas
originally under the chairmanship of Mr. H. T. Livingston who, on account of having
been transferred to the operating department of his railroad, felt himself unable to
carry on, so that I found myself where I had to go to work.
You will find on page 173 the report on this subject. This has been before the
Association a number of times before, and I have attempted under the heading, "His-
tory," to briefly outline the various installations, mostly experimental, of concrete road-
beds which have been made in the United States. Somebody read these, too, because I
had some comments.
On page 175, in the paragraph about the Delaware, Lackawanna and Western
Bergen Hill Tunnel, in the fourth line from the bottom, the words "removed and"
should be deleted. Mr. Meyer Hirschthal, Concrete Engineer of the D.L.&W. advises,
"This roadbed was not removed except for a small section at the west end where it was
cut down to meet controlling elevation. The revision consisted of placing ballast over
the concrete roadbed and setting ties in ballast for standard ballasted construction."
Mr. A. C. irwin, Railway Engineer, Structural and Technical Bureau, Portland
Cement Association, also writes regarding this Bergen Hill Tunnel slab: "The design
was not well thought out. A very large part of the center of the slab was occupied by
ducts, so that the slab, practically speaking, was divided into two parts. Analyses of
the water in the tunnel showed a sulfurous acid content. Whether this acid attacked
the concrete or underlying rock, or both, may be taken as a matter of preference.
However, the slab ceased to have support along its outside edge and, due to the fact
that it had no strength against transverse bending, the slab parted in the middle
longitudinally and let the rails move over toward the side walls of the tunnel."
On page 176 (under 5) is some information on three concrete slab installations on
the Northern Pacific Railway, ending with a note, "No information available since
1929." Since the publication of the report, Chief Engineer Blum has suppl'ed a detailed
statement with regard to the maintenance of these experimental installations, from which
the following data supplemental to that in the report is taken:
"Type I. The average cost of maintenance per year for 21 years (191.'i-1036) has
been at the rate of $1,201.51 per mile, which is 217 per cent of the estimated corre-
sponding cost of maintaining normal track. The principal maintenance cost has been
for renewal of the longitudinal timbers and short tie blocks, with some expense for
drilling and maintaining drainage holes in the concrete. The last major renewal of
timber was in 1932 and the lack of surface that is now showing is due to gravel from
the ballast pockets getting in between the short cros3-ties and the longitudinal sills to
which they are spiked, due to the ties becoming loosened from the sills. This is the
general objection to this type of construction.
"Type II. The average cost of maintenance per year for 21 years (191S-1936) has
been at the rate of $2,971.47 per mile, or 540 per cent of the estimated cost of main-
taining normal track. The maintenance cost covers renewals of short ties and wedges,
replacing the original 3-inch asphalt cushion under the ties with 3-inch timber, pro-
viding drainage openings in the concrete, application of self-healing cement, et cetera.
At the last partial renewal of ties and wedges in 1935, treated eastern hardwood was
used because of the severe mechanical wear. The average life of the timber has been
about eight years, which is short for treated timber. There are four holes bored in
each tie, which accentuates the tendency to split. The tie pockets vary somewhat in
length, and the wedges work loose. It is difficult to maintain this section in surface
and line. The ties soon become uneven in bearing, wedges split and loosen, frequent
shimming is required, and the re.sult is uneven surface.
"Type III. The average cost of maintenance per year for 21 years (1915-1936)
has been at the rate of $1,587.14 per mile or 292 per cent of the estimated cost of main-
taining normal track. The longitudinal 6-inch by 10-inch treated timber set in a
recess in the concrete slab and sealed with asphalt cement was last renewed in 1929
and is due for renewal in 1937, a life of only eight years. The longitudinal timbers do
not stand up but become softened, splitting, checking, and crushing under the load, so
that the rail cants resulting in rough track.
"All of these sections of concrete roadbed were constructed in an ideal location,
namely, a gravel cut, with perfect drainage. It will be noted that their obvious failure
620 Roadway
to meet the requirements of economy and permanent line and surface has been due in
each case to the failure of the special construction between the rail and the concrete
and not to the failure of the concrete slab itself."
I have read these because they are addenda to the information in the report.
I think they are interesting, because they tell us what is wrong with the slabs that have
faUed. I think we learn from our failures more than we do from our successes,
because we are satisfied with our successes.
As a final disposition of this matter, we submit for inclusion in the Manual, the
conclusions found on page 178, which I will read:
"The protection of the roadbed from deformation caused by increasing track loads
has been effected by the use of concrete. slabs. Designs vary with the theories of the
desirability of more or less resiliency or of absolute rigidity of the track structure.
"(A) The type of construction which preserves the resiliency of ordinary ballasted
track while attempting to correct the faults of an unstable roadbed consists of a con-
crete slab, plain or reinforced as the foundation conditions require, cast directly on the
roadbed upon which ordinary ballasted track is constructed. Such construction greatly
increases the bearing power of natural ground, supphes a continuity of bearing, prevents
settlement back of bridge abutments and at soft spots, eliminates vibration and waving
of track over saturated ground, and reduces the pounding of frogs and crossings. The
use of this construction is recommended for heavy traffic track, particularly at stations,
yards, turnouts and crossings, and at soft spots and elsewhere where maintenance costs
are unusually excessive. Obviously, it does not eliminate maintenance costs arising in
connection with the renewal of ties and ballast, nor all costs for lining and surfacing track.
"(B) A type of construction which preserves some of the resiliency of the track
and at the same time eliminates the expense of ballast cleaning and renewals and, if suc-
cessful, the cost of lining and surfacing track consists of a concrete slab with embedded
timber blocks which carry the rails. Any disturbance of the soil under this type of
concrete slab construction, due either to shrinkage of the ground, saturation, or heaving
from frost, is disastrous to line and surface; an absolutely stable foundation seems
essential. Another objection arises from the difficulty of making changes in the track
such as the introduction or removal of turnouts and the impossibility of changing its
line or grade; permanency of location is a prerequisite of a permanent roadbed. For
these reasons, this type of construction has been successfully used only in great terminal
stations, tunnels, and subways. For such locations it has the following advantages:
(1) more satisfactory drainage, the center drain trough between tie blocks eliminates
many under-drains; (2) better riding qualities due to permanency of alinement and
grade, with resulting favorable effect on equipment; (3) better maintenance conditions;
the frequency of train movements makes maintenance of ballasted track difficult and
very expensive; (4) better sanitation, easily kept clean; (5) increased safety by reducing
to a minimum number of workmen required to maintain track; (6) economy of main-
tenance, requiring only the renewal of rail and tie blocks. Consideration must be given,
however, to the possible effect of ground waters on the concrete.
"(C) The ultimate type of concrete roadbed is one which eliminates all track main-
tenance costs except the renewal of rail due to normal wear. This would require the
rails to rest directly on the concrete. However, the experimental installations on the
Pere Marquette at Beech, Michigan, indicate that rapid battering of the rail at the
joints will result unless some cushioning material (such as an oak plank) is placed under
the rail, or unless the joints are butt-welded. The cost of construction of this type of
roadbed makes its use prohibitive except at locations where the cost of maintaining
ordinary track is unusually high, such as at great terminals and in tunnels and subways.
"In constructing tunnels and subways, the continuous support of the rail on a
cushioning plank instead of ballast and ties involves less construction expense, saves
head room and, especially when combined with butt-welding of rail joints, offers the
possibility of reducing track maintenance to a minimum."
I move the adoption of the conclusions for inclusion in the Manual.
(The motion was regularly seconded, put to a vote and carried.)
Our ninth Sub-Committee, on Signs, has a report which will be offered by Mr.
E. R. Lewis, the Chairman of the Sub-Committee.
Discussion 621
Mr. E. R. Lewis (Michigan Central): — The report of this Committee will be found
in Appendix E, on pages 179 to 181 of Bulletin 390. These definitions, followed by
notes on Roadway signs required, principles of design and rules for use, and economy
of various materials, are intended as a portion of the framework for a complete report
to be submitted in the future. The matter is offered as information.
The President: — The material appearing in Appendix E will be received as
information.
Chairman Geo. S. Fanning:^Sub-Committee (2) on Natural waterways, (4) on
Formation of the Roadway, (7) on Tunnels, and (8) on Fences have no report other
than progress this year.
That completes the report of the Roadway Committee.
The President:- — Mr. Fanning, you have contributed valuable information to the
Association in your report. You are excused with the thanks of the Association
(Applause) .
E. E. R. Tratman (by letter): — As to surface protection of the roadway (page 173),
it may be of interest to note that a thin layer of concrete tried experimentally on some
European railways has not proved satisfactory. One of these roads is now experi-
menting with a layer of tar-macadam, covered with 20 inches of cinders as sub-ballast,
and then the regulation stone ballast. On another road, the ballast itself is tar-
macadam, 6 inches deep under the ties and laid on a 1^-inch layer of sand.
Then as to the experimental concrete roadbed on the Northern Pacific Railway
(page 176), it is stated that there is no information since 1929. It would be very
desirable to include and put on record the present condition or final disposition of these
experimental roadbeds. Furthermore, in the section on "Roadway Signs" (page 179),
the definition of Right-of-Way as synonymous with Permanent Way is incorrect, in
that the English term "permanent way" does not apply to the roadway but to the
"track" (ballast, tie and rails). The English term equivalent to our "roadway" is
"formation level", ordinarily abbreviated to "formation".
DISCUSSION ON BALLAST
(For Report, see pp. 191-203)
Mr. A. D. Kennedy (Santa Fe) : — The report of this Committee is found on page
191 of Bulletin 390.
In addition to the usual revisions of the Manual, we are offering at this time a
revision of specifications for stone ballast. It was offered as information last year. We
are also presenting for approval a tentative standard section for ballast. I will ask Mr.
Podmore, Chairman of the Sub-Committee, to present the report of the Committee
under Appendix A.
Mr. J. M. Podmore (New York Central) :— On page 191 will be found Appendix A,
revision of Manual.
In Specifications for Prepared Blast Furnace Slag Ballast, adopted at the last con-
vention and given on page 575, Vol. 37 of the Proceedings, your Committee recommends
changing table of gradation therein to conform with gradation table in Specifications for
Stone Ballast.
In the same specifications, under Section III, Production Requirements, paragraphs
(e) and (f), the term "Manufacturer" to be changed to "Producer".
These changes are recommended to be adopted and printed in the Manual.
The President:— It has been moved and seconded that the Manual be revised
according to that read by the Chairman.
Mr. Podmore, I notice you wish to make the gradation tables conform to those for
stone ballast. In the second item on page 191 you are presenting specifications for stone
ballast. Do they conform with those specifications or what is already in the Manual?
Mr. Podmore: — ^The specifications for stone ballast were presented last year, and
under the gradation for sizes, the specifications for slag ballast did not conform to the
622 Ballast
specifications as now prepared and shown on page 192. It is proposed to make them
conform, the specifications for slag and the specifications for stone, conform with these
gradations.
The President: — We understand 3'ou are presenting today specifications for stone
ballast which have been revised.
Mr. Podmore: — They have not been adopted. We have not talked about the
specifications for stone ballast.
The President: — You are presenting those today?
Mr. Podmore: — I will, yes.
The President: — I am just wondering if the last specification should be presented
first, and then get the slag ballast in agreement.
Mr. Podmore: — There are so few changes in the slag ballast, it did not seem
nece.-sary.
The President: — Is it possible the convention may not agree with your specifications
for stcne ballast ?
Mr. Podmore. — That may be.
The President: — Gentlemen, you have a motion before you that the slag balicst
gradation be made consistent with the stone ballast. Are you ready for the question?
(The question was called for, put to a vote and carried.)
Mr. Podmore:^Specifications for Stone Ballast. These were submitted last year.
At that time the Association were told by the Committee that we would bring them up
again this year for adoption. They are practically the same as submitted at the last
convention, with the following minor changes.
The President: — I would suggest, if you will, please, that you read the general
headings and, as you come to the headings, note the changes, since you are presenting
these for adoption.
Mr. Podmore: — Page 192, Specifications for Stone Ballast — 1937: General Char-
acteristics. Gradation in Size. Deleterious Substances. Physical Requirements. Ab-
sorption. Toughness. Percentage of Wear. Soundness. Frequency of Testing. Selec-
tion of Samples. Averaging of Test Results. Place of Tests. Under this heading, under
"Note," "Classification," it is proposed to change the reading as follows: "Maximum
Per Cent Loss Sodium Sulphate Soundness Test." This is to clarify that heading.
Handling. Cleaning. Defect Found After Delivery. Inspection. Page 194: Measure-
ment. Under the title "Methods of Test," at the bottom of the page there are shown
two notes, 1 and 2. No. 1 reads: "1933 Book of ASTM Standards, Part II, p. 113."
No. 2 reads: "1933 Book of ASTM Standards, Part II, p. 1244." It is proposed to
eliminate these notes as it is felt that the other references are clear enough without the
necessity of burdening the specifications with notes.
I recommend that these specifications be adopted for printing in the Manual.
The President: — The motion has been made and seconded that the specifications for
stone ballast as read by the Chairman be adopted for inclusion in the Manual. Is there
any discussion?
(The question was called for, put to a vote and carried.)
Mr. Podmore: — Page 19S: The Los Angeles Testing Machine was described briefly
at the last convention. This year we have brought the information more up to date.
This matter will be offered as information but in the report as published, on page 198,
the various tables shown, we find that there are a few minor changes and a few errors
that we would like to correct, which can be corrected before they are put in the
Proceedings.
Then on page 201, showing the Los Angeles rattler machine, there are a few changes
in the paragraphs under the machine that are necessary to clarify this matter.
On page 202, under the graph, we desire to add a few more words of explanation to
clarify this. These can be made in time to be put in the publication of the Proceedings.
This whole matter on the Los Angeles rattler is offered as information.
Chairman A. D. Kennedy:— Also, on page 195, Appendix A-1, we are offering as
information the results of the questionnaire which we directed to the Chief Engineers of
Discussion 623
roads throughout the United States and Canada. In issuing this questionnaire, the type
or class of track specified was not very definite, and the Chief Engineers were asked in
their reply to disregard certain factors which would influence the depth of ballast
required in any particular track, or in a particular part of a track.
This is offered for just what it is worth, but it should not be construed as being in
any way a recommendation of your Committee. We have not yet finished our investi-
gation along this line. We are hoping that some time in the future, when we get a
definite description or definition of the particular tracks, we will make definite recom-
mendations for the proper depth, but at the present time, and as far as we have gone,
we are of the opinion that there are so many factors which determine the depth of ballast,
such as power and drainage and type of ballast, that the matter of proper depth should,
in reality, be left to the discretion of the engineer in charge.
We just offer this as information.
Under Appendix B we are offering for approval or modification as to basic design,
a ballast section. In giving this, your Committee was not unanimous in its selection.
We had considerable discussion on the question of the space between the tracks. The
chief reason advanced in favor of the design submitted was that, in having the space
between the tracks filled in, it would, in a measure, guard against fouling of the second
track in case of derailment. It would also serve as a reservoir, as you might say, for
ballast to be used for spot surfacing. The chief argument against filhng in between the
tracks was that it was a burden to maintain in a location where considerable ballast
cleaning is necessary.
It will be necessary for the Committee to draw up several sections for various kinds
of tracks, such as curves and tangents, and we would like to have an opinion as to what
you really think of this design, or if you have any suggestions or further recommendations
which will help the Committee.
The President: — Gentlemen, the Committee have asked for criticism of the design
they have prepared and submitted. As I understand, it is not their intention at this time
to present it for adoption in the Manual, believing something better can be secured or
developed, but they would like to have your assistance.
Chairman A. D. Kennedy: — I will add further that this section we are submitting,
allowing IS per cent for shrinkage, the top ballast for single track for a 12-foot section,
amounts to 3,463 yards, and for a double track section, 7,618. If we allow the V in
there, that would make about a SOO-yard reduction per mile.
As I said just a little while ago, the Committee intends to draw up a number of
sections. I think it would be proper to adopt this section as it is, for inclusion in the
Manual, and the other section will follow in due course.
The President: — It has been moved that this diagram covering the cross-section of
roadway be approved for inclusion in the Manual. That changes somewhat the Com-
mittee's recommendation appearing in the Bulletin. Are you ready for the question?
Mr. E. M. Hastings (Richmond, Fredericksburg & Potomac) : — Is it proper proce-
dure for a Committee to change their recommendation at the time of the presentation of
the report ? The report says that this is not for inclusion in the Manual. "Before pro-
ceeding further with the subject, your Committee offers for approval or modification as
to basic design, and not for inclusion in the Manual, a ballast section for crushed stone,"
etc. Is it proper procedure for the Committee now to change and request approval of
this convention for inclusion in the Manual?
I think the rule of procedure is that matter for inclusion in the Manual must be
before the membership for at least thirty days before the annual convention.
The President: — You are correct, Mr. Hastings. I think what the Committee desires
to obtain is some vote of confidence, if we may call it that, of what they are trying to
do, so they do not get off on the wrong foot and get too far away.
I would take it, Mr. Kennedy, in the absence of discussion, that you could proceed
along this line, unless we hear some discussion to the contrary.
Mr. O. E. Selby (Big Four): — I have one criticism of the cross-section submitted;
possibly it goes beyond the scope of the Ballast Committee. The shoulder "D" is shown
624 Ballast — Wood Bridges and Trestles
as variable, and the semi-embankment width as constant, 12 feet. With the increases
in depth of ballast, the result is that the shoulder "D" decreases when it should be
unchanged or increased. Between total depths of ballast, 24 inches and 27 inches, there
is an increase of 3 inches in depth of ballast while the shoulder width decreases 6 inches.
I submit that that is an undesirable state of affairs. I am quite sure that good design
would require a 6-inch increase in semi-roadbed width to go along with a 3-inch increase
in depth of ballast.
It may be that the Ballast Committee considers that beyond its scope, but it would
be misleading to submit a section of this kind, and leave the inference that it was
intended to be good practice.
Chairman A. D. Kennedy: — That is very well taken, but I do not see how we can
design any ballast section without having some variables. You must have the variable
either in the roadbed or in the width of the ballast section.
Mr. Selby:- — I see no objection to having a variable width of roadbed.
Chairman A. D. Kennedy: — The question is, which is more desirable. Every time
that it will be necessary to increase your ballast section, you must increase the width of
the roadbed, there are a lot of cases and places where this is impractical to do.
Mr. Selby; — It is common practice to vary the width of the roadbed with the depth
of the fill. On fills 50 feet deep, it is necessary to have a wider roadbed than on fills
5 or 10 feet deep. I think all railroads make a practice of varying the width of the
roadbed with the depth of the fill and I see no inherent objection to varying the width
of the roadbed with the proposed depth of ballast.
As to increasing the width of the roadbed in maintenance when the depth of the
ballast is changed, that does not offer much difficulty because in ballasting it is common
practice to dig out the old ballast and spread it out on the shoulder as a foundation for
the new. Usually that old ballast is considered sub-ballast, or it might also be considered
as sub-grade. In either case the result is a substantial and probably sufficient increase
in width of the roadbed.
Chairman A. D. Kennedy: — Of course, the only thing that we have to go by is
what the Committee on Roadway gives us. The only specific thing that they give us
is that the distance "D" shown on these plans should not be less than 18 inches. For
27-inch depth of section, this distance "D" is only 2 feet 2 inches, that is, 26 inches.
For 30 inches, it is shown as 21 inches. So we are well within the specification of the
Committee on Roadway.
Mr. Selby:— That may be the case, but the variation is in the wrong direction. In
result, it is worse. The greater the depth of ballast, it seems to me, the greater should
be the width of shoulder rather than otherwise. I submit that an 18-inch width of
shoulder is a scant minimum.
Chairman A. D. Kennedy:— We will take your remarks under advisement and
will try to work out something with the Roadway Committee as to the final width of
roadbed, and we will endeavor to submit the section for your approval next year.
There is another subject, Outline of Complete Field of Work of the Committee.
Your Committee did not do what they desired in this direction this year but will con-
tinue the subject next year. That completes the report of the Ballast Committee.
The President: — ^Thank you, Mr. Kennedy. The Committee is dismissed with the
thanks of the Association (Applause) .
DISCUSSION ON WOOD BRIDGES AND TRESTLES
(For Report, see pp. 183-186)
Mr. H. Austin (Mobile & Ohio) : — I want to take this opportunity to congratulate
those gentlemen who are responsible for the new Manual, upon arrangement and
editing of this Committee's chapter.
The Committee calls your particular attention to the specifications for structural
timbers. These specifications are now in such shape that they may be readily and
Discussion 625
easily used by the railroads. A great deal of hard and painstaking work has been done
by the Sub-Committee in its preparation. The specifications of the ASTM and the
AASHO conform to these specifications. It is very probable that the ASCE will adopt
these in their new manual on timber piles and construction timbers. It has in general
been approved by the lumber industry. We ask that you use them.
The report of your Committee on Wood Bridges and Trestles is on page 183 of
Bulletin 390. You will note that assignments (1), (2), (3), (S), (6) and (8) are covered
by progress reports and do not require any action on your part. However, a few
typographical errors have been found in the Committee's chapter in the new Manual.
The Committee does not consider them of sufficient importance to repeat the details
to this convention. With your permission, Mr. President, we will handle it by
correspondence with the Board Committee.
The President: — I think that is desirable.
Chairman H. Austill: — Attention is called to an error in the report on page 183,
assignment (7) which is covered by a progress report and appears in Appendix D on
page 185. Assignment (8) is covered by Appendix E on page 186, instead of
Appendix D as shown.
Assignment (4) will be presented by the Sub-Committee Chairman, Mr. H. M.
Church.
Mr. H. M. Church (Chesapeake & Ohio) :■ — Appendix A is found on page 183. This
is information which was submitted last year for the consideration of the convention,
for discussion, and the proposed plan is now submitted for a ballasted deck trestle for
E-72 loading.
No adverse criticism having been received, the Committee saw fit to make some
minor changes in the plan to provide the bracing that was shown on the plan for the
open deck trestle, which was accepted for inclusion in the Manual last year.
Together with this report there are tables showing stresses, and the same is pre-
sented along with this design. On the first page, 183, there is a minor correction. The
word "limited" should be changed to "limiting."
I would just like to make a few additional comments on this plan, as we have
shown the stringer sizes in the table. As expected, each particular road would take this
into consideration and other features such as the timber available, the most economical
design. Therefore, this table will be of considerable use for this purpose.
In this plan you will note there is an alternate design for the lap chord. It pro-
vides for better use of treated timber. It also includes the plank floor over the
stringers.
The conclusions are found on page 184: "It is recommended that the design of
ballasted deck trestle for E^72 loading submitted with this report, together with the
table of stresses, be adopted for inclusion in the Manual as recommended practice."
I so move, Mr. Chairman.
The President:- — You have heard the motion, gentlemen. It places before us for
adoption the plan of trestles, ballasted deck, for inclusion in the Manual.
Mr. B. R. Leffler (New York Central) : — Mr. Chairman, I just want to make
a suggestion regarding the use of batter piles.
Sometime ago, I made a study of the effect of lateral forces on batter piles in
trestles, applying such forces at the top of the rail. My study indicates that such
lateral forces, if of sufficient magnitude, will cause the batter piles to be much overloaded,
as compared with piles when vertical.
For a number of years, I have opposed the use of batter piles in trestles for low
heights, say about 18 feet or less, if five piles or more are used in a bent ; that is, I have
relied on lateral stability through the sway bracing and bending of the piles. If vertical
piles have sufficient penetration and are well-braced, the lateral forces will be effectively
taken care of. I may contribute something in the way of a discussion in a Bulletin
article at some future time.
626 Wood Bridges and Trestles
If batter piles are used, it seems to me — say for heights of 18 feet or more — it
would be better to confine the batter to the outside piles only, as this would give
sufficient spread at the ground line to obtain the necessary lateral stability.
I would like to see a thorough study made, by means of analytical mechanics, on
the behavior of a batter pile bent subject to lateral forces.
Mr. H. M. Church: — Mr. Leiffler brings up a very interesting subject. The bracing
shown on the plan, and presented for approval and inclusion in the Manual, provides a
method of bracing similar to the plans now in the Manual for wood trestles, and
similar to the plan for the open deck trestle for E-72 loading, which was approved
last year.
The method of bracing and sizes of bracing as shown is the type of bracing that
has been in general use up to this time.
There may be some question as to the batter of piles as shown in this plan, and
which would equally apply to the plans shown in the Manual.
The study Mr. Leffler has made would certainly be very useful to the Committee.
It is just such information that we have been inviting, but it is a particular subject
that should be coordinated with our Sub-Committee assignment No. 7, Improved design
of timber structures.
With your permission and understanding, we will accept the remarks of Mr. Leffler.
The President: — Will that change the action recommended?
Mr. H. M. Church; — No; I still move that this plan be adopted because the
suggestion would involve changes in all our designs now in the Manual, and it is a
subject that should receive further study, and is also before the Committee under
assignment No. 7.
Mr. B. R. Leffler: — Mr. Chairman, I made a suggestion. The speaker said this
should be adopted, but I would like to see a thorough report made on the analytical
mechanics of the bent. It is hardly a matter of application. I think this Association
is entitled to a thorough study of the report on the lines. After we get that report
before the Association, I am quite sure there will be some changes suggested in what
is going to be adopted today. It may be a matter of policy that we should not adopt
it until the study is made, the matter of strains having not been presented in the
technical literature, that I know of. It might be thought unwise to postpone adoption.
I am not insisting on its being adopted or not being adopted. I am in a neutral position
and want to see the matter thoroughly brought before the Association.
Mr. P. B. Motley (Canadian Pacific): — It seems to me that this is a good time
to bring up another subject which, though not strictly on the subject in hand has a
connection with our work, and that is the question of consolidation of our Bridge
Committees.
We have some thirty standing committees, and eight of them either directly or
indirectly have to do with bridges. One of them is called the Committee on "Iron
and Steel Structures," and another on "Wood Bridges and Trestles." Then there are
others dealing with Impact, Economics, Clearances, Waterproofing, etc., which are
related to the work of both the two foregoing committees.
It seems to me, gentlemen, that the time has come for us to "revamp" ourselves
by consolidating kindred subjects. We have been worried in the past about the ques-
tion of getting all our business into the time at the disposal of the convention. I submit
that consolidation of some of our subjects, such as I am suggesting, would help consider-
ably in this direction. I have no doubt the Board of Direction has before now con-
sidered the matter, but as the need is growing more and more pronounced, I believe we
would be well advised to again take up the matter and actually do something about :'t.
It is not necessary for me to prove that the mathematics and mechanics of steel
bridges and of wood bridges are generally the same. Both are susceptible to the laws
of moments and shears, to impact, wind stresses, traction and temperature stresses, etc.,
etc., and it is not clear why the design of steel bridges should be in the hands of one
set of Bridge Engineers and wood bridges in the hands of another. Further, as far as
our organization is concerned no committee exists in connection with Reinforced Con-
Discussion 627
Crete Bridges, or Rigid Frame structures, which are becoming more and more popular,
nor is there one on Train Ferries and Shps, which certainly come within the province of
Railway Engineering.
I would respectfully submit that we consolidate all these allied subjects under the
head of a General Committee on Bridges, with Divisional Committees on the various
subheadings necessan,' both as to material and details. I am confident, as before stated,
that if this is done, not only in connection with bridges but in all our work, it would
facilitate the work of the convention as time goes on.
The President: — Mr. Motley, I am sure that the Committee of the Board of Direc-
tion will take your discussion and think it over. That has been in their minds for
sometime. There are some obstacles, something in favor of it, but it is still in the
embryo.
Mr. J. B. Hunley (Big Four) :- — It is my understanding that this Committee is
asking for the adoption and inclusion in the Manual of this plan for ballasted deck
trestles.
In the Committee's report, the second sheet following, is the proposed recommended
practice for a 5 and 6 pile open deck trestle. The lateral bracing is entirely different,
and I cannot see any reason for this variation. Is it the intention to make them the
same or let these go in separately?
Mr. H. M. Church: — That is presented as information and study, and we are
soliciting comments on that as to improvement of design and making changes in the
conventional methods that have been so long in practice.
Mr. J. B. Hunley:- — What I question is that you are asking for the adoption of
this ballasted deck trestle, which shows a lateral bracing that is perhaps entirely satis-
factory, but in the same report there is submitted a progress report on the open deck
trestle with an entirely different set of bracing. I was just wondering what idea the
Committee had in mind. For instance, on the open deck trestle it is using single story
bracing for a 20-foot height. The ballasted deck is 18 feet high. It seems to me that
what is good for one would be good for the other. This open deck trestle is presented
as recommended practice, and you are asking for adoption of the ballasted deck trestle.
It seems to me they should both be the same.
Mr. B. R. Leffler: — Referring to Mr. Motley's remarks, I will say I studied this
Committee's report about the same as if I were on the Committee. I do not see why
any other member of the Committee could not do that.
Looking at the trestle plans, the longitudinal bracing on the open deck, you have
every fourth bent carried down to the ground. On the ballasted deck structure, you
have every other carried to the ground. I see no reason why they should be different.
I think they should keep in mind on the longitudinal bracing one important feature:
Do not use them, except where it is absolutely necessary, out in the middle of the
stream bed, because they are very obstructive and allow the collection of debris which
may not be cleaned away and subsequently becomes a fire hazard.
What I am suggesting is this: On the open deck trestle plan and the ballasted floor
plan for longitudinal bracing, there is a difference in the amount of bracing. The open
deck trestle has every fourth panel of longitudinal bracing, and the ballasted deck has
every other — at least, that is the way I read the elevation plans. It is desirable to
have a minimum amount of longitudinal bracing, in particular in the neighborhood of
the stream bed. For low trestles, of course, it is not necessary to have any bracing at
all. This bracing is an obstruction to the flow of the stream and collects a lot of debris
which may not be cleaned away by the maintenance forces for sometime after fiood
conditions subside and forms a fire hazard.
I would like to see a little better study given to that longitudinal bracing feature.
Offhand, I should say the open deck trestle is much better than the ballasted deck.
As to the previous remarks about the analytical mechanics, I am sorry I did not
get up here and say them. I simply brought attention in my first remarks to the
desirability of having a careful study made of the analytical mechanics of a trestle
with batter piles, for lateral forces. My study indicates that a lateral force of sufficient
628 Wood Bridges and Trestles
magnitude, acting at the top of the rail or anywhere down between the cap and the
ground, is ver>' powerful in shifting loads from one pile to the other. The batter piles
may carry all the load under certain conditions, leaving the vertical piles free of loads.
You can almost tell that by looking at a batter pile trestle. There is a tilting action of
the cap caused by the lateral forces, which throws the load on the batter piles. That
can be brought out very nicely by considering a simple pile bent composed of two
vertical piles and two outside batter piles. For that reason, I have not used batter
piles for trestles, say, less than 18 feet in height.
Both plans also show two batter piles each side of the center Une. I would sug-
gest that only the outside piles be battered. The real purpose of the batter pile, as I
understand it, is to give a broader base at the ground line. The breadth of the base
should be the function of the height of the trestle. I am much in favor of using no
batter piles at all below, say, 18 feet from the base of the rail to the ground, relying
on the sway bracing for the lateral stability. In any event, the sway bracing is neces-
sary. Absence of batter makes for economy in driving piles. It is a decided advantage
to keep the vertical loads uniformly distributed over the various piles.
Mr. H. M. Church: — The minor changes I previously referred to was changing the
bracing. What we had in last year's report was an attempt along this line, but due
to the complications of framing and other features coming into play, we felt we were
not justified in changing the present practices which we have followed and practically
all previous plans heretofore for trestle work are along this line, particularly in connection
with bracing.
I still move the question for the adoption of the plan at this time. We have cer-
tainly been craving this kind of comment for a number of years. We have been inviting
them. That will add greatly to the work of this Committee to carry out Mr. Leffier's
suggestion.
Mr. W. A. Radspinner (Chesapeake & Ohio) : — The question of protecting wood
trestles against ground fire has just been brought up. The C. & O. have had occasion to
know what it means. I took up, through letter, with the Chairman of this Committee,
in regard to providing fire stops in wood trestles. There is a paragraph in the Manual
that says: "Fire stops should be provided every 400 feet." The Committee on Build-
ings provides a fire stop in a building every 200 feet." The state highway engineers
provide fire stops about every 75 feet, and fire curtains every 100 feet up to 500 feet
or more.
It is a serious matter to lose one of these trestles, especially if you have to switch
on the other side of the stream. You may get the value of your bridge back by
insurance but if your stream or trestles span something which you cannot get across for
sometime, you are going to have to pay in operating expenses a lot of money you can
not collect from the insurance company.
It is my thought that this Committee should provide a suitable fire stop and
include that in this report, as well as the question of the mechanics of the batter piling,
the long bents which do collect the material, and whenever there is a fire, the bridge
always burns at these lateral braces more than it does any place else.
If you will read the current issue of Railway Maintenance, you will see where
they had a long fire under a ballasted deck trestle that could not be put out. They had
to send for an air compressor to cut a hole in the top of that trestle in order to get
down to where the fire was located.
It is my thought it would be a little bit better to provide openings along decks of
trestles where you can get at the fire.
Mr. H. M. Church: — This matter is before the Committee. It was acted upon
yesterday. The Chairman, of course, will have to have the authority of the Board of
Direction as to disposition of this subject for next year's work. I call for the question
on the motion.
The President: — The motion is before us, gentlemen. It is that the plan covering
the 6-pile or 6-post ballasted deck trestle be approved for inclusion in the Manual. All
in favor say "aye"; contrary. There seems to be a division. May I ask for a show of
Discussion 629
hands? All those in favor please raise your hands; those opposed likewise. Without
counting, it is apparent the vote has been carried.
Chairman H. Austill: — In the absence of Mr. F. H. Cramer, I will report for that
Sub-Committee, which is "Improved design of timber structures to give longer life
with lower cost of maintenance," which appears on page 185 of the Bulletin,
accompanied bj^ two plans, and tables of stresses, for E-S2 to E-72 loadings inclusive.
I want to say to Mr. Leffler, Mr. Hunley and Mr. Radspinner that we appreciate
very much their comments. This plan is deliberately made different. We want to get
more discussion. We want your opinion.
The plan which has just been adopted follows in general the plans which are now
in the Manual and which have been approved by this Association. Under this assign-
ment for improved design, the comments of Mr. Leffler are particularly apropos. We
appreciate them. We would like further discussion ; we would like further comments.
It is presented as information. No official action is necessary.
Mr. G. A. Haggander (Burlington) : — I like the attachment in the longitudinal
bracing in this latter plan better than I do in the first plan. I think that is a thing we
must keep in mind in our designs in using creosoted timber. I rather like this plan for
attachment of longitudinal bracing better than the one we just adopted.
Chairman H. Austill: — If there is no further discussion, Mr. President, that completes
the report of your Committee.
The President: — It may be that the comments the Committee received this year on
the open deck trestle plan would suggest to them some modifications in the plan just
adopted. Just such discussions bring the best out of our committee reports. The
Committee is dismissed with the thanks of the Association (Applause) .
DISCUSSION ON IRON AND STEEL STRUCTURES
(For Report, see pp. 301-308)
Mr. G. A. Haggander (Burlington) : — The report of this Committee is found in
Bulletin 391, page 301. Progress is reported on the following subjects:
(3) Design for rivet heads for steel structures. Since the Bulletin has been printed,
our Committee has had a meeting, and we have adopted a design for rivet heads, but it
was completed too late for this year's action.
(4) Stresses in wire ropes bent over sheaves.
(5) Different grades of bronzes to be used for various purposes in connection with
iron and steel structures.
(6) Design of expansion joints involving iron and steel structures.
(7) Design of tension members and connections in which rivets develop tension.
(8) Effect of proposed increase in vehicular weights on highway bridges.
(9) Review specifications for overhead highway bridges of the American Associa-
tion of State Highway Of&cals in so far as they relate to steel construction, conferring
with that association.
Reports are presented for your consideration on the following subjects:
(1) Revision of Manual. On page 1156 of the 1929 Manual, the following specifi-
cations appear: Specifications for the Erection of Steel Railway Bridges for Fixed Spans
Less than 300 Feet in Length.
In order to be consistent with the specifications for steel railway bridges for fixed
spans not exceeding 400 feet in length, adopted in 1935, it is desired that the words
"300 feet" be changed to "400 feet."
This proposed change does not appear in our printed report, as it was first thought
it could be considered as an editorial revision. It has since developed it should be
presented for action.
I move the adoption of this recommendation.
630 Iron and Steel Structures — Impact
The President: — All in favor of changing the heading now appearing in the Manual
with reference to the erection of bridges to be consistent with the specifications of steel
bridges give their consent by saying "aye"; contrary. It is carried.
Chairman G. A. Haggander: — Subject (2), Application of and specifications for
fusion welding and gas cutting for steel structures, collaborating with ASTM Committee
A-1 on Steel.
This report appears in Appendix A on page 302. We have two minor typographical
errors which I do not think it necessary to call your attention to, which we will handle
with the Secretary, if that is agreeable.
Your Committee reports on application of fusion welding to steel structures. We
do not at this time report on the specifications. It is recommended that this report be
accepted as information and that the study be continued on the balance of the subject.
In this report we have called attention several times to the necessity for further
research on the subject of arc welding as applied to steel bridges. We have quite com-
plete data on the action of welded structures under static stresses, but when it comes to
high reversed stresses with great frequency, such as we have in bridges, we are not as
sure of our ground as we ought to be. We have asked the Board of Direction for funds
for that purpose. We hope some day that the work wiU go ahead. It is going ahead in
other associations. We want to contribute our share and be a party to it.
This report on application (I will not go through it) is for information and applies
largely to methods of repair work, repairing existing structures, etc.
I would also like to call attention, especially, to the last paragraph of the report,
in which we call attention to the fact that the current specifications of the American
Welding Society for welding of railway and highway bridges are available. Our Com-
mittee is reviewing those specifications and will either endorse them or prepare a new
one. Until that is done, however, we refer to this American Society's bulletin for
specifications.
This is presented as information.
The President: — I think it desirable to call the attention of the Association to the
fact that we now have before us as information data as to the application and specifi-
cations for fusion welding as applicable to welded bridges. We also have a specification
developed by the American Welding Society covering the welding. Both are more or
less in a transition period. They are up to date today; tomorrow they may not be.
Chairman G. A. Haggander: — We have a report on subject (11), Outline of the com-
plete field of work of the Committee, Appendix B, page 307. Your Committee recom-
mends that this report be accepted as information.
The President: — It will be so received.
Chairman G. A. Haggander: — That is all.
The President: — As usual, the Committee presents interesting matter for our thought
and discussion. It is excused with the thanks of the Association (Applause).
DISCUSSION ON IMPACT
(For Report, see pp. 453-454)
Mr. O. F. Dalstrom (Chicago & Northwestern) : — The report of the Special Com-
mittee on Impact will be found in Bulletin 392 on page 453.
I wish to say, in introducing this report, that this Committee did no field work
during 1936 but confined its activities to studies of the necessary equipment and the
possible organization of field and office force that would be necessary to carry out the
class of work contemplated in the assignment by the Committee on Outline of Work.
As this report is brief, I will read it in full, with the permission of the Chairman.
The President: — Proceed, Mr. Dalstrom.
Chairman Dalstrom: — The report is included in Appendix A:
"Your Committee respectfully submits the following report as information:
D is c u ssion 631
"The Special Committee on Impact conducted no field work during 1936. After
receiving its assignment, the Committee investigated the methods of procedure used in
tests previously conducted by the Cleveland, Cincinnati, Chicago & St. Louis Railroad
and in progress on the Pennsylvania Railroad with a view to arranging a plan of
operation for field work."
I might say that these two railroads have been interested in this class of work, and
most of you are familiar with Mr. Hunley's comprehensive report that appeared in last
year's reports to this Association.
"Instruments for measuring effects of impact on railroad bridges and recording th^
measurements by oscillographs are of comparatively recent development. Such measur-
ing and recording instruments were introduced in tests on the Pennsylvania Railroad in
1935. These instruments, produced by manufacturers of electrical equipment, were im-
proved by the manufacturing company in collaboration with the Testing Department of
the Pennsylvania Railroad for the 1936 program of work.
"The Committee is convinced that the equipment used should be electrically oper-
ated and that the records should be made by oscillographs for accuracy and precision.
"To make the number and variety of tests required for determining the effects of
impact on a number of typical spans would require the use of the equipment and the
service of operating personnel for most of the days suitable for field work for a period
of five months from May IS to October IS, depending on where the tests are located,
whether in northern territory or southern. An Engineer with two assistants would be
engaged on full time the year round interpreting the tests and putting the records and
their interpretation into usable form.
"It has been found that the interpretation of the test is a long drawn-out job and
requires continuous work by a number of men checking each other's work to properly
interpret the tests and put them in a usable form.
"The de;-ign and manufacture of the equipment would require about five months,
if made by manufacturers with experience in making this kind of instruments. To con-
duct the te^ts. a competent field organization would be required, consisting of an Engi-
neer thoroughly trained in both the making of tests and interpretation of the records.
Two technical assistants would be required, and a few helpers with training in the
railroad's maintenance department."
The men from the maintenance department are those who would be required to
operate the equipment set up on the tracks, such as telephone and signal equipment
necessary for the control of movements of the trains used in the test.
"It became evident as soon as the Committee had its investigation under way, that
the cost of the equipment would be a large item; and that the cost of conducting the
tests would also be large. It was further evident that the work was of such a character
that it could not be divided up and assigned to sub-committees for study and report,
as is the usual procedure in all except a few special committees of the AREA. It appeared
rather that this was work to be handled by a re earch department, this Committee acting
as an advisory board to give general direction to the course of research, and to receive
and report the findings and results of the research staff.
"As no funds were made available for carrying out any of its assignments, the
Committee found its activities limited to the investigation of equipment and methods, and
its report, therefore, covers only recommendations for procedure in carrying out th?
Committee's assignments. These recommendations are as follows:
"(1) That the conduct of the tests on bridges hz placed under the immediate c'large
of a Director of Research who shall have a staff of one or two technical assistants and
such mechanics and laborers as the nature of each particular assignment may require;
also an office staff whose duty it shall be to interpret the test records, and to put the
records into usable form.
"(2) That adequate equipment suitable for the work contemplated be purchased,
mounted and housed so that it can be moved and set up at any bridge selected for the
tests. This equipment should include not only the necessary measuring and recording
devices, but also telephones and necessary devices for controlling the test train movements
from the central point where the testing outfit is set uo.
"(3) That bridges of the types desired for tests be selected in locations suitable for
the conduct of the tests, and arrangements made for cooperation of the executives of
632 Impact
the railways on which the bridges are located. The railways cooperating in such tests
will be put to some expense for use of locomotives and wages of operating crews, for
which they should be reimbursed.
"(4) That funds sufficient for the purpose be made available to cover adequately
the expenditures for the program recommended in Paragraphs (1), (2). and (3).
"(5) That the Special Committee on Impact have jurisdiction over the general
direction and conduct of the tests, their interpretation and the form of presentation, and
receive the report of the Director on the result of the operations."
I wish to state further that, since this report was submitted and appeared in Bulletin
form, there has been brought to my attention the work done on another railroad with
instruments somewhat different from those contemplated in the preparation of this report.
While I am not familiar with those instruments, it appears that reasonably good
results have been obtained, and the Committee will undoubtedly take those recommenda-
tions into consideration before they reach any final conclusion as to just what equipment
and instruments should be provided to carry out the work under the assignment.
This report is submitted as information and completes the work of this Committee.
The President: — Mr. Dalstrom, is it the plan of your Committee to make applica-
tion for an appropriation to make such tests as you desire to make?
Chairman O. F. Dalstrom: — This Committee has submitted an estimate to the Asso-
ciation, which does not appear in this report, outlining in some detail the contemplated
requirements for a certain setup of tests. If it is decided by the Board of Direction that
this is the proper time, or the proper time will come in 1937, this Committee is prepared
to make a request for such an appropriation.
I think, however, that the Committee should be further advised as to the attitude
of the Board on the recommendations previously submitted before they take any further
action.
The President: — -The plan of procedure or recommendation that this Committee has
made under items (1) and (5) are in line with the plan of procedure that your Board
has set up, covering research for fixed properties as forwarded to the Association of
American Railroads, the report of which was made in our Secretary's report and referred
to again yesterday by Mr. Symes. The Committee is dismissed with the thanks of the
Association.
Mr. Meyer Hirschthal (Lackawanna) : — Does this mean that Appendix B is with-
drawn from the report?
Chairman O. F. Dalstrom: — No.
Mr. Hirschthal: — ^You said this completes your report, and Appendix B appears in
the printed report in the Bulletin.
Chairman O. F. Dalstrom: — I did not read that, but if that is desired, I will do so.
The President: — I am under the impression that the Complete Outline of Field of
Work with respect to Committees is not necessarily a part of the report but is presented
as information.
Mr. Hirschthal: — I would like to discuss this particular subject. I protested to
Mr. Dalstrom and I protested to Mr. Fritch, to be transmitted to the Board of Direction.
The complete outline of field of work as given on page 454 contemplates steel
structures only. The intent of the resolution that I was the father of some three years
ago, for the appointment of a committee especially to investigate the subject of impact
contemplated, undoubtedly, and the discussion will evidence to that effect, that investi-
gation should be made for impact effects on structures of steel, concrete and timber.
There is no question that this was the intent of the convention, because, when the same
question came up in the report of the Masonry Committee, that question was raised on
the floor to indicate that there were two impact formulae in the Manual, contradictory
of each other.
I understand, moreover, that this Appendix B is the result of a report which did
not include the questioning of members representing the Masonry Committee. Further-
more, I understand there has been no official meeting of the Committee on Impact,
except an invitation to bear testimony to tests being made at Elkton, Maryland.
Discuss i oji 633
I think it is the province of this convention to decide whether it wants to stick by
the resolution made some years ago that this question of impact be so decided that it
govern all three types of structures and, if a motion is necessary, I will move to that
effect.
The President: — Mr. Hirschthal, your resolution requesting the appointment of the
committee and its respective representatives on that committee is being followed. The
Board of Direction, particularly the Committee on Outline of Work, have your most
recent correspondence. If they have not, they will receive it. This afternoon, at the
close of this meeting, the Special Committee on Impact will have a session with the
Committee on Outline of Work. I feel quite sure that the question you have now
presented wUl be taken care of.
Mr. Hirschthal: — The only other suggestion I make is that the phrase "Steel Struc-
tures only" be deleted from the complete outline of work in Appendix B so as to con-
form with possible action by the Board of Direction this afternoon.
The President: — The Committee is dismissed with the thanks of the Association
(Applause.)
DISCUSSION ON ECONOMICS OF BRIDGES
AND TRESTLES
(For Report, see pp. 433^36)
Mr. Arthur Ridgway (Denver & Rio Grande Western) : — The report of this Com-
mittee will be found on page 433 of Bulletin 392. We have had assigned to us only
one subject, but, as I have previously stated, this covers practically the whole field of
economics.
Early recognizing the fact that it would be a rather long drawn-out procedure,
the Committee has decided that, in order to get any benefit out of its work as it goes
along, conclusions should be submitted as they could be formulated. I call your atten-
tion particularly to the discussion on pages 433 and 434. That discussion has to do
with the following conclusions which are as briefly put as we could state them in the
report. This is in the nature of a progress report, but we desire to have the three
conclusions adopted by this Association; they begin on page 435. Not that these are
the only conclusions on this particular subject or assignment, but they are the first and
relate more to matters of principle than any particular phase.
I hardly think it is necessary to read these conclusions. Conclusion 1 you will
observe covers a whole page. The other two are quite brief, on the following page.
I think they are rather self-evident, rather axiomatic. I believe they need no
elaboration. I assume that you have all read them and agree with them.
I move that the three conclusions, the one on page 43S and the two on page 436
be adopted by the Association.
The President: — Do I understand, Mr. Ridgway, that you wish these conclusions
adopted and printed in the Manual?
Chairman Arthur Ridgway: — I think they might well be.
The President: — The question is before you, gentlemen. The Committee recom-
mends, and it has been moved and seconded, that the conclusions appearing on pages 435
and 436 be adopted and printed in the Manual. All in favor say "aye"; contrary.
It is carried.
Chairman Arthur Ridgway: — That concludes the report of the Special Committee
on the Economics of Bridges and Trestles.
The President: — Does Mr. Leffler have some discussion to make on the mathematics
in that report?
Mr. B. R. Leffler: — I confess I did not read the report.
The President: — The Committee is dismissed with the thanks of the Association.
They are progressine finely ("Applause. )
DISCUSSION ON HIGHWAYS
(For Report, see pp. 255-272)
Mr. J. G. Brennan (Association of American RaUroads) : — The report of Com-
mittee IX — Highways is found in Bulletin 3'91, page 255. There are presented for
your consideration several new signs. The first sign is a suspended highway crossbuck
sign for use at locations where it is not practical to use the ordinary crossbuck sign.
There are several drawings presented showing the details, and it is recommended by the
Committee that this sign be adopted as standard and published in the Manual.
The Committee also presents Design and Specifications for Highway Crossings at
Grade Over Railway Tracks, both Steam and Electric — Specifications for the Construc-
tion of Pre-Cast Concrete Slab Crossings. Mr. Walling, the Chairman of the
Sub-Committee, will submit the report.
The President: — Mr. Brennan, are you going to refer to the diagrams that appear
in Appendix A?
Chairman Brennan: — Yes, I will refer to those later.
Mr. V. R. Walling (Belt Railway of Chicago) : — This subject will be found in
Bulletin 391, pages 263,, 264 and 265, inclusive, Appendix B: Design and specifications
for highway crossings at grade over railway tracks, both steam and electric, collaborating
with Committee I — Roadway, and with American Society of Municipal Engineers, and
American Transit Association.
The following specifications have been previously submitted, approved and published
in the Manual:
1. Specifications for Preparation of Track Structure, Width of Crossing and
Approaches, for Construction of Street Crossings Over Railway Tracks.
2. Specifications for the Construction of Rail Type Street Crossings.
3. Specifications for the Construction of Wood Plank Street Crossings.
This year we submit for your consideration Specifications for the Construction of
Pre-Cast Concrete Slab Crossings. This specification has been submitted to the Road-
way Committee, American Society of Municipal Engineers and American Transit Asso-
ciation, with whom your Committee has been instructed to collaborate, and no exceptions
have been taken.
Your Committee recommends the adoption of this specification as recommended
practice and for publication in the Manual. I so move.
The President: — Mr. Walling, I would suggest that you read the headings of the
various articles and paragraphs, briefly pausing for any comments. If no comments,
then you may proceed.
Mr. Walling: — Page 263: General. Track Structure — Width of Crossing and Ap-
proaches. Design, Materials and Installation. Loading. Design. Armor. Flangeways.
Page 264: Outside of Rail Head. Anchorage. Variable Depth. Beveled End Slabs.
Concrete. Steel. Ties. Page 265: Flangeway and Filler Blocks, Shims and Beveled
Strips. Elevation Top of Rail and Pavement.
The President: — The Committee recommends, and it has been moved and sec-
onded, that the material appearing in Appendix B, covering Design and Specifications
for Highway Crossings at Grade Over Railway Tracks, Both Steam and Electric, be
approved and printed in the Manual. Are you ready for the question?
(The question was called for, put to a vote and carried.)
The President: — I will appreciate any comments on this report from either Mr.
Dougherty or Mr. MacDonald. I hope they will feel perfectly free to comment at
any time.
Chairman J. G. Brennan: — Subject (6) "Gates-Not-Working" and "Watchman-Not-
On-Duty'' signs. The Committee has developed the two signs as a result of the demand
for this type of sign by several railroads. You will note that the Bulletin shows the
drawings for the signs, and that the Committee recommends that they be approved as
standard and included in the Manual.
634
Discus s ion 635
However, since that recommendation was made, the Committee has had some
collaboration with the Elinois Commerce Commission, and as a result we believe it
would be well to defer the adoption of the two signs as standard until the next con-
vention, for the reason that we have found we will probably be able to make an
improvement in the size and spacing of the lettering, giving better indication. So at
this time the Committee will withdraw its recommendation to include the two signs
in the Manual. However, if any railroad wants to use the two signs, we see no
objection to their doing so but would not advise their ordering the sign in any quantity.
The next subject is Appendix D, Barrier Type of Grade Crossing Protection,
Including Automatic Gates. The Committee submits Requisites for Automatic Gates.
The report will be submitted by Mr. Blum, the Chairman of the Sub-Committee.
Mr. Bernard Blum (Northern Pacific) : — I would call your attention to a correc-
tion in paragraph 1 shown on page 271 of Bulletin 2f9l. In the last line it was decided
to eliminate the word "flashing" so it will read ". . . the appearance of horizontal
arms extending across the highway, with red lights on the gate arms."
In general, these requisites are given not as a specification for automatic gates but
simply to prescribe the functions and the features which are desirable in such an
installation. Therefore we do not desire to specify at this time how the red light shall
be, whether fixed or flashing.
I would also call attention to a correction in paragraph 12. There is a misprint,
some words left out. It should read:
"The red lights on the gate arms shall shine along the highway, one light for each
lane of traffic for the approaching side and one for the leaving side."
The various requisites are shown with no particular heading but each paragraph is
intended to cover the essential features and points that should be provided for. I may
say that these requisites may be filled or have been filled with automatic gates which
are now in service and which are so general. These requisites are offered as information
only.
The President: — They will be so received, Mr. Blum.
Chairman J. G. Brennan: — It is the intention of the Committee to continue this
study of requisites for automatic gates. There have been a number of developments
lately in automatic gates, and this is the first attempt the Committee has made to
formulate requisites. We feel that the subject will require considerable more study.
The other subjects assigned to the Committee are not reported at this time. The
studies are continuing. A list is given in the beginning of the report. The Committee
will continue those studies.
I move that under the revision of the Manual the suspended crossbuck sign be
adopted and published in the Manual as standard.
The President: — That is the material appearing in Appendix A, page 256.
Chairman Brennan: — Yes, that is Appendix A.
The President: — It has been moved and seconded that the material reported by
this Committee, appearing as Appendix A, Revision of Manual, be approved and printed
in the Manual. Is there any question? All in favor say "aye"; contrary. It is carried.
Chairman J. G. Brennan: — That concludes the Committee report.
The President: — Thank you, Mr. Brennan. You are excused with the appreciation
of the Association (Applause.)
DISCUSSION ON RAIL
(For Report, see pp. 21S-2S4)
(Vice-President J. C. Irwin in the chair.)
Mr. John V. Neubert (New York Central) : — This report is covered in Bulletin 391
of November, 1936, and begins on page 215.
In order to utilize the time and to give as much of it to Dr. Moore who is con-
ducting the rail investigation, we will hurry through this as fast as consistent.
Appendix A, Revision of Manual, will be presented by Mr. Johnson.
636 Rail
Mr. Maro Johnson (Illinois Central) :— Last year the Rail Committee made a very
thorough revision of its Manual material and has but two items to present at this time.
(a) The first one relates to Stamping Ingot Numbers and provides "that the ingot
number 'as rolled' shall be hot stamped in the side of the web of the rail. It is
desirable from the standpoint of following the metallurgy of a given rail that the
number thus stamped shall be of the ingot as cast. The matter of so specifying has
been handled with and has received the approval of the Rail Manufacturers' Technical
Committee, and the following change in the first sentence of paragraph (b) of S€c-
tion 407 of the Rail Specifications on page 4-4 of the new Manual is recommended."
The present and the proposed matter is side by side. The proposed is:
"(b) The heat number, the rail letter, and the ingot number shall be hot stamped
in the web of each rail where it will not be covered by the joint bars. It is desired
that the ingot number shall be in the order as cast."
I move that this change be accepted for printing in the Manual.
(The question was called for, put to a vote and carried.)
Mr. Maro Johnson: — During the revision of the Manual last year there was certain
matter appearing in the Track Committee section transferred to the Rail Committee
section. One of these items covered General Requirements for Standard Rail Joint.
The Rail Committee felt that these requirements are subject to some revision, and the
present and proposed reading is shown in parallel columns at the bottom of the page.
The proposed reading is as follows:
"Title: Standard Rail Joint.
"A standard rail joint should fulfill the following general requirements:
"1. It should so connect the rails that they will act as a continuous girder with
uniform surface and alinement.
"2. Its resistance to deflection should approach, as nearly as practicable, that of
the rail to which it is to be applied.
"3. It should prevent vertical or lateral movement of the ends of the rails
relative to each other and permit longitudinal movement necessary for expansion.
"4. It should be as simple and of as few parts as possible to be effective."
I move the acceptance of these revisions for printing in the Manual.
(The question was called for, put to a vote and carried.)
Chairman John V. Neubert: — We will skip item (2) or Appendix B until later.
Appendix C, Rail Failure Statistics for 1935 and certain data will be presented by Mr.
Barnes, Engineer of Tests of the Rail Committee.
Mr. W. C. Barnes (Rail Committee) :— The Rail Failure Statistics for 193S are
shown on page 218 of the Bulletin. The total rail tonnage reported for the last five
years' rollings amounts to 3,023,561, which is materially less than that reported on last
year, due to the fact that the tonnage of the new rollings added is materially less
than that of the older rollings which have been dropped from our records.
Fig. 1 shows that in the five-year period, the 1930 rollings produced the lowest
rate of failure of any rollings reported to date. That takes in from 1908 to 1930. The
light traffic prevailing during this period no doubt was a contributing cause.
Fig. 3 and 4, mill ratings, show fairly uniform rates of failure for all of the roads,
from all mills, a decided improvement over the previous reports.
We pass on to Transverse Fissure Statistics on page 224, which constitutes a
cumulative record up to and including December 31, 1935, of all transverse fissure
failures reported to the Association.
Fig. 1 charts the transverse fissure failures reported each year since 1913, service
and detected failures being shown separately. It is rather disappointing that, not-
withstanding the removal of 2,463 more detected fissure rails in 1935 than in 19J4,
the service failures still increased slightly in number. Three faOures were reported in
the first year of service of the 19'j rollings as against none reported in the first year of
service of the 1934 or 193.'^ /-ollings. Again, traffic is probably in part, at least,
responsible.
Discussion 637
Fig. 2 and 3, mill rating tables, show failure rates per year for rollings from all
mills. These charts are not as uniform as between mills as were the corresponding
charts covering the general rail failures, because of the fact that the older rollings,
1928-29 are still included. A longer service period is used for the transverse fissure
statistics because of the length of time that is generally required for fissure failures to
develop.
The next report I have to make will be found on page 232 covering the AAR De-
tector Car. This is a very brief report showing that we have tested as of November 26,
1936, a grand total of over 40,000 track miles of rail since the start of operation in 1928.
"The track mileage now tested per year averages about 6,000, which is 100 per
cent increase over that tested in 1929. There has been a steady increase in the number
of transverse fissures detected per mile of track tested, the number detected in 1936
being approximately 10 per cent greater than in 1934. The total failures detected have
increased 100 per cent in the same period.
"Having but one detector car, we have so far been unable to handle all of the
business offered by the roads, and our test schedule is always booked solid for months
in advance."
These reports are submitted as information.
Vice-President J. C. Irwin: — These reports will be accepted as information. No
further action is necessary.
Chairman John V. Neubert: — The next report is Appendix F, Cause and Prevention
of Rail Battering and Methods of Reconditioning Rail Ends, Fastenings, and Frogs in
Track.
We find that we have several subjects assigned that are very live and important
subjects. We are getting into these. It is quite a large field and requires laboratory
and other investigative research. I am going to ask the Chairmen of these Sub-
Committees to come forward and give you a brief resume and possibly they may bring
out some factor or some help to us in determining this cause. The first one I refer to
is Mr. Graham as Chairman.
Mr. F. M. Graham (Pennsylvania) : — Sub-Committee IV of the Rail Committee
has recently been reorganized with a somewhat different personnel, and arrangements
have been made whereby laboratory work incident to this subject will be undertaken at
the University of Illinois under the direction of Professor H. F. Moore, under an
arrangement similar to that by which the study of transverse fissures, and other defects
of rail, has been previously handled.
The Committee desires to present the following progress report:
"The study of end-hardened rails which is carried on at the University of Illinois
as a part of the Rails Investigation is well under way. The specimens so far received
have come from the steel mills, and represent rail mill practice in end-hardening. Hard-
ness surveys of these test rails are nearly finished, a number of metallographic studies
have been made, physical tests of specimens cut from end-hardened rails are in
progress and a good beginning has been made on rolling-load tests for batter.
"Plans for secur'ng test rail joints from end-hardening contractors, as well as test
rail joints hardened in track from various railroads, are under active consideration."
I might add that the Sub-Committee has a very considerable amount of undigested
information and data relative to this subject of so extensive a nature that it was not
thought advisable to try and incorporate it in this progress report, but I am quite sure
anyone who is particularly interested at this time can confer with any members of the
Sub-Committee with regard to any phase of this subject which we have covered. This
is a progress report.
Chairman John V. Neubert: — The next item on page 233, Economic Value of Dif-
ferent Sizes of Rail, will be made by Mr. Farrin, the Chairman, who wishes to make a
few remarks. Before we come to that, this subject has been before us for two or three
years. I do not think the members have taken a shot at us as hard as we have at
Mr. Farrin. He has taken a lot of abuse. He has had a hard job.
(Mr. J. M. Farrin read his report.)
638 Rail
Chairman John V. Neubert:— In the absence of Mr. Reece, the Chairman of the next
Sub-Committee, (6) Rail Lengths in Excess of 39 Feet, this report will be presented
by Mr. G. M. Magee.
Mr. G. M. Magee (Kansas City Southern) :— The report of Sub-Committee (6) on
Rail Lengths in Excess of 39 Feet is in Bulletin 391, beginning on page 233.
Continuing the work of the Sub-Committee, as previously reported on this assign-
ment, all available data has been reviewed relative to the use of rail lengths longer
than 39 feet and is included in this report as information. A letter has been sent to all
Class I railroads including this information, and also a questionnaire to determine
preference for standard rail length.
It is desired to direct attention to a typographical error on page 239. On this
page the subheadings 39-ft. rails, 78-ft. rails and 117-ft. rails under the paragraph
"Free Expansion of Rail" have been incorrectly shown as included in the equations.
On page 243, near the bottom of the page, under "Design of Joint Bars," there is
a printing error in the equation showing the "stress in bolt." This equation should
read:
Moment 19 f
Stress in bolt = gee. Mod. = 32 X -081 = ^'^^ ^
Chairman John V. Neubert: — On page 247, Continuous Welding of Rail, by Mr.
Patterson.
Mr. J. C. Patterson (Erie) : — Your Committee has contacted the manufacturers
of welded joints (Gas, Thermit and Flash Weld) and has their assurance of cooperation.
The procedure outlined for the conduct of the investigation calls for a determina-
tion of the strength of welded joints, the tests for which are to be conducted in the
laboratory of the University of Illinois on specimens from rail welded by different
processes.
This portion of the investigation will require for each type of weld the following
number of specimens, each specimen to be a welded joint between two pieces of rail,
each not less than three (3) feet long — specimen not less than six (6) feet long.
For metallographic study 3 specimens
For mechanical tests of specimens cut from joint and raU 6 specimens
For drop and bend tests 6 specimens
For rolling load tests 4 specimens
making a total of 19 specimens, or 38 specimens for the two lengths, or for the three
types of joints, two for gas, one for thermit and one for flash weld, will make 152 pieces
altogether.
Chairman John V. Neubert: — As information, we have authority to spend for the
investigation, $10,000 in making this laboratory determination.
The next will be (8) Service Tests of Various Types of Joint Bars. In the absence
of Mr. Robert Faries, this will be reported by Mr. Bronson.
Mr. C. B. Bronson (New York Central): — The report of the Sub-Committee is
found at the bottom of page 247. For a long time there has been a moot question
amongst Engineers as to the relative efficiency and service value of various types of
joint bars.
In order to settle this question, after lengthy discussion it was decided that service
tests would be of great value in determining the answer. There are nine various types
of joints being applied to 112-lb. RE rail on the Santa Fe, and twelve types to be
applied to 131-lb. RE rail on the Pennsylvania Railroad. They will include both the
4- and 6-hole bars, all of the rails to be the controlled cooled type. All of the rail
ends on one rail of the track will be hardened and the opposite ones will be end-hardened.
Periodical measurements will be taken by an unbiased body to determine the
action of the joint, the amount of batter wear, movement and other features.
In addition, cost data will be maintained so that, in the end, all available
information as to relative efficiency of various types of bars will be available.
Discussion 63Q
Chairman John V. Neubert: — The report on page 249, Effect of Contour of the Head
of Rail Sections on the Wear will be handled by Mr. Scholes.
Mr. R. T. Scholes (Burlington) : — Effect of Contour of the Head of Rail Sections
on the Wear: RE 112-lb. Rail Section: In 1933 the Association adopted the RE 112-lb.
raQ section (1934 Proceedings, page 875). This new section immediately went into
quite general use.
Several roads reported late in 1935 that considerably more flow of metal was
occurring on top with beading on gage side of head of the new RE 112-lb. rail section
with 24-in. top radius than was the case with previous RE 110-lb. section with 14-in.
top radius. Your Sub-Committee was requested to make a study of the situation and
report.
For many years the RE 110-lb. rail section had a 14-in. top radius, with ^-in.
radius at the corner joining the side. When the RE 112-lb. section was adopted, the
top radius was changed to 24-in. followed by a 1-inch radius and a ^-inch radius at
the corner, in an effort to widen the area of contact between rail and wheel and to
relieve the pressure along the edge.
After a few months in service, depending on density of traffic, practically all rail
measured, regardless of initial top contour, showed a radius of about 12 in., indicating
that the top surface had been cold rolled and distorted to fit the average contour of
wheels in service.
The Committee is of the opinion that rail as rolled should substantially fit the
average contour of wheels in service, in order to facilitate cold rolling with a minimum
displacement of metal and also to insure full bearing on central portion of head.
It is also of the opinion that the 1-inch radius along the edge of the top serves to
relieve the edge from excessive wheel pressure, and should be retained.
It is recommended that revised section shown on Exhibit A be adopted and
substituted for the present RE 112-lb. section.
RE 131-lb. Rail Section: — The Committee is making a further study in regard to
the advisability of the top radius and contour of the head of this rail, and report on
the same will be made later.
I move that this report be received, and that the revised 112-lb. section shown on
Exhibit A, be adopted and substituted for the present RE 112-lb. section and be printed
in the Manual in substitution for the present 112-lb. section.
Vice-President J. C. Irwin:- — Moved and seconded that the revised section under Ex-
hibit A be adopted and substituted for the present RE 112-lb. section. Is there any
discussion ?
Mr. C. W. Baldridge (Santa Fe) : — I have had occasion to make some investigation
in connection with this head radius trouble.
AREA Rail Committee report in Bulletin 391, page 249, states: "Several roads
reported late in 1935 that considerably more flow of metal was occurring on the top,
with beading on the gage side of the head, of the new RE 112-lb. rail section with
24-inch top radius than was the case with previous RE 110-lb. section with 14-inch
top radius."
A little farther down the page, the Committee presents several general conclusions,
the first of which reads: "It is difficult for the mills to accurately control the
specified top radius, resulting in considerable variation."
When this question was raised, it fell to my lot to make an investigation and study
of the matter. Measurements were made of a number of 112-lb. rails, which we will
designate as from Mill "A", that had been in track for a few months or more, and they
showed a maximum head radius of 11.75 inches, with an average of 11.10 inches, but
measurement of new 112-lb. rails from the same mill gave head radius maximum of
IS inches, minimum 8.5 inches, and an average of 14.33 inches.
Of rails from another mill (which will be designated Mill "B"), the head radius
measurements were: for used rails, maximum 12 inches, average 10.86 inches. Measure-
ments of new rails from the same mill showed head radius of maximum 13 inches,
minimum 10 inches, and an average near 12 inches.
640 Rail
•Since most of the 112-lb. rails used by the railways from which the complaints
mentioned by the Committee came, were rolled by the two mills designated above as
Mill "A" and Mill "B" and no new rails from either mill were found with a head
radius of more than IS inches, it seems that there is httle proof that the 24-inch head
radius of rails had anything to do with the beading of the rails as complained of.
In most of the locations which I had opportunity to examine, where beading of
the rail had occurred, the trouble could be traced to insufficient attention having been
given to the tie adzing machines.
The most important feature of the adzing is to bring the new tie plate beds on
each tie to the same plane, thus assuring that both new rails will have the same inward
cant, thereby placing the bearing of the wheels on the center of the rail head and
avoiding the flowing of metal and the formation of a bead along the gage edge of the
rail head, which used to be so prevalent where flat (non-canted) tie plates were used.
To assure the tie plate beds being adzed to the same plane, it is necessary to
adjust the position of the cutting head of the adzing machine each time that the relay
changes sides of track. While laying the first side, the adzing machine must run on an
old rail, and when laying the opposite side it must run on a new rail usually of greater
height. In the case of replacing 90-lb. rail with 112-lb. rail, when relaying the first
side? of track the adzing machine will be carried on a worn rail which, when new, was
S5^-in. high and is carried on a tie plate usually ^-in. thick. When relaying the
opposite side of the track, the adzing machine runs on a new rail 654-in. high and is
carried on a tie plate usually 5^-in. thick. The tipping of the adzing machine must
therefore be adjusted to take care of the difference of 1^-in. plus wear of the old rail
and tie plate, or the plane of tie plate bed prepared by the adzes will be tilted outward
by 13^-in. or more in the width of track, which equals or almost equals and therefore
nullifies, the one in forty to one in forty-four cant of the new tie plates; the result
being a rail standing vertical and soon having a bead of flowed metal formed along the
gage edge of the rail.
With the present type of adzing machine, the adjustment of the cutting head can
be made by use of a level, providing the track is exactly level where the adjustment is
made, but a more certain adjustment can be made by spotting the machine over a
sawn tie which has not developed any appreciable plate cutting, then set the cutting
head parallel to the top of the tie. The adjustment can then be checked by a few
revolutions of the cutting head to see if it is scoring the tie to the same depth all the
way around the cut made, and parallel with the other plate bed.
Studies of the causes of transverse fissure failures of rails made at the University of
Illinois by the AREA Rail Committee and others, have brought out the information
that the greater the concentration of bearing between the wheel and the rail, the more
likely are the fissures to develop. The shorter the radius of the top of the rail head,
the smaller the contact between the wheel and the rail and the greater the concentration
of the bearing of the wheel on the rail.
Tests made in recent years have proven that a cylindrical wheel tread produces
much better riding track, especially for high speed trains, and the desired wide bearing
of the wheel on the rail can best be secured by the continued use of flatter topped
rails not only until but after the grooves in the wheel treads have been worn to fit the
new rail head. Therefore, it seems that adoption of the Committee's recommendation
to go back to a shorter head radius would be a step in the wrong direction.
Mr. G. F. Hand (New Haven) : — I would like to inquire if Mr. Baldridge has, in
his investigations, found this same result he talks about and would arrive at the same
conclusions if he were using creosoted ties adzed at the mill to a flat bearing, equipped
with one in twenty canted tie plates. When we get it in the track constructed in this
way we find on 112-lb. section, distinct traces of bearing on both sides of the head,
with a black streak down the middle of the head.
I would like to hear some discussion explaining that, in view of Mr. Baldridge's
recommendation .
D i s c u s s i o n 641
Mr. R. T. Scholes: — I might say that after rail had been placed, after using the
Nordberg adzer, we found that same condition in the beginning. We got the bearing
along the outside edges and practically no bearing down the center part of the rail.
The standard plan called for a 24-in. top radius, but we know that that is not secured
in all cases, but wherever the rail actually approached the 24-inch top radius, that is
where we had the most trouble with the beading, as near as we could determine.
In order to prove it, last spring we laid 18,000 tons of rail according to this
Exhibit A, and the Northwestern laid 38,000 tons, and the results in using that new
section are unmistakable. There is unmistakable improvement in the beading situation
as a result of making that modification. So that there has been improvement in prac-
tice. You cannot get away from beading entirely, on account of the variation in the
wheel and the worn condition. But we do feel that this change will improve conditions
very materially.
(The question was called for, put to a vote and carried.)
Chairman John V. Neubert:— On the top of page 252, Outline of complete field of
work of the Committee. Mr. Yager has a few remarks to make.
Mr. Louis Yager (Northern Pacific) : — The assignments for the committees has
heretofore always carried one item, Outline of Work. This year this assignment ap-
peared in more complete form through the designation "Outline of Complete Field of
Work of the Committee."
We have assumed that the Outline of Work Committee of the Board of Direction
desired a better picture of the field of work ahead of the various committees. So that,
to comply with this assignment, we have first given them a brief, summarized outline
of the past accomplishments, which are quite generally included in the first two sub-
divisions, Revision of the Manual and Rail FaDure Statistics. Those are two subdivisions
which will undoubtedly continue throughout the life of the Committee.
We said that we proposed to suggest to the Outline of Work Committee that par-
ticular emphasis be given to the third subdivision, "Details of Mill Practice as Affecting
Rail Quality, collaborating with Rail Manufacturers' Technical Committee."
The subjects which are outlined here are those very largely suggested by the work
of the joint investigation carried on at the University of lUinois and concerning which
you will have the opportunity to listen to some very interesting developments by
Professor Moore.
There are other groupings here of more or less importance. A good many ol
these suggestions have come to us from members outside the Rail Committee.
Since this outline was prepared, there have been several additional suggestions, and
we extend to you an invitation to bring to us any items which you believe would bt
worthy of consideration by the Committee, and we will be glad to include them because,
as we understand it, this is to be a progress report.
Vice-President J. C. Irwin: — These comprehensive outlines of field of work of the
committees are for reference in connection with assignments, and also as a help to
the committees themselves in organizing their sub-committee work.
Chairman John V. Neubert: — On page 217, Appendix B, is Further Research, Includ-
ing Details of Mill Practice and Manufacture as they Affect Rail Quality and Rail Fail-
ures, Giving Special Attention to Transverse Fissure Failures, collaborating with Rail
Manufacturers' Technical Committee.
As possibly you realize, the contract with the University of Illinois has been ex-
tended for two further years, spending $5O,0OO each year, of which $25,000 is sponsored
by the Association of American Railroads and the other $25,000 by the rail manufac-
turers. We have never had the recognition, to my knowledge, in this hall of the group
of manufacturers who have worked so hard and so faithfully in collaboration with the
Rail Committee.
I wish, in recognition of the few hundred thousand dollars they have already con-
tributed, they would stand up so we can see them, Mr. Kenney, and you boys over
there (Applause).
642 Discussion
In this connection, this Association has already paid respects to the memory of
Earl Stimson, the Chairman of this Committee for so many years, and we regret his
loss. In connection with this combined group, we have the following resolutions
which we wish to suggest and present:
"EARL STIMSON
1873-1936
"With deep sorrow, the Joint Committee on Rails Investigation, composed of
members of the Rail Committee, of the American Railway Engineering Association, and
the Rail Manufacturers Technical Committee, records the death of Earl Stimson on
May 27, 1936.
"The members of this Joint Committee hereby place on record their profound
respect and esteem for
Earl Stimson
and their deep sense of loss sustained by his passing.
"By reason of his earnest and unselfish service in connection with the activities of
this Joint Committee, he enjoyed the highest personal respect and esteem of these
associates. Therefore it is
"Resolved, in recognition of his attainments, the high regard held for him by
these members throughout his long and pleasant connection with this Joint Committee,
and the value of his services to this Joint Committee, that this resolution be adopted as
a record of our sense of the great loss we have sustained. It is further
"Resolved, That this resolution be included in the quarterly report of the Rails
Investigation, and that an engrossed copy be transmitted to the family of our departed
associate.
"(Signed) F. W. Wood, Chairman, Joint Committee on Rails Investigation"
In this same connection, possibly you have seen the Normalized or Brunorized rail.
You will recall one of the finest characters that ever lived, John Brunncr.
"JOHN BRUNNER
1866-1936
"With deep sorrow, the Committee on Rail, American Railway Engineering Asso-
ciation, and the Rail Manufacturers Technical Committee, records the death of John
Brunner on June IS, 1936.
"The members of the Committee on Rail, American Railway Engineering Associa-
tion, and the Rail Manufacturers Technical Committee hereby place on record their
profound respect and esteem for
John Brunner
and their deep sense of loss sustained by his passing.
"By reason of his earnest and unselfish service in connection with the activities of
these Committees, he enjoyed the highest personal respect and esteem of his associates.
Therefore it is
"Resolved, in recognition of his attainments, the high regard held for him by these
members throughout his long connection with the Committee on Rail, American Railway
Engineering Association, and the Rail Manufacturers Technical Committee, and the
value of his services to these Committees, that this resolution be adopted as a record
of our sense of the great loss we have sustained. It is further
"Resolved, That this resolution be included in the Annual Report of the Committee
on Rail, American Railway Engineering Association, for publication in the Proceedings
of the Association, and in the Quarterly Report of the Rails Investigation, and that
an engrossed copy be transmitted to the family of our departed associate.
"(Signed) J. V. Neubert, Chairman, Rail Committee, American Railway
Engineering Association
"(Signed) F. W. Wood, Chairman, Rail Manufacturers Technical Committee"
There has been some talk about the controlled cooling of rails. We hesitated to
present in some way some kind of specifications or limitations for the purchase of this
rail. Some of us have been getting out of the range of high and low. The Rail Com-
Rail
643
\ritanl^M
>01t, wbo rcceitKd hi© SngiTtfceriTig cd-
at me 91ni»«T»itu of Ci-nannatt and
IniwcreitiL, VS?^li*®. ptXjfe»ional ca-
Rodmon luith trve {Baltimore and ^\o
It,
ucatiq
^OTtlCll
r^T oe iKodman vo
Soumvucfttcm iRautoofl in 1895, ©crwlr^ in ♦
varloue position© ujith mat- compatut until |
19^5, whsxi he b^mc Snglne«T 9ua\ntcnan« of JEknx. Jn Hprit
wip, ehornii after mat cotupomt nxi© mealed \wim tht* :
^altntvptx and ^.^hio (Railroaa Sompanii. he uki© oroorntoi
<?hicr ©nfllT«er vHuointtnanoe. ot the latter euotcm.tohidi po-!
ettion hclxcld until hi© death, r
T. ^itmt^iJtt roa© elected to TnenibcrsKxp in the ?\Tn«r- i
' lean iRailuKi\i. engineering TWociatton In tQ03, 3ic !
K
erocd on nunw connnittees a© tncmber ando©
_ .r ttve time ot hi© death he nxi© Ghaimuan t. ^„
ail Comtnittee, hawing held that- ^©itton ©ince ic^gsiic
a© elected "Director ot the ?\©©ociation in 191-4, S«amd vi«-
uxt© eiectea iJirector or tne M©©ociauon m 191-4, o«fi
0^rc©ident- in 1917, {nrst \Hcc-3\«0idcnt in XQlS, and
m 1919. '
hi «r>e<«llent character, cheerful personalitu, good judg-
ment- and hi© eameat- atid un©cln©h ©eruxce in <on-
,nectlon with the octipitie© of the. Association toon tor
X eotcenx and ©tnocre triend©Ki|> of all hi© a©©ociatee.
mat trve membere of the IBoanl of JDirection of me Mnxeriom
yvailuKxji fengxneertng 'y\8©ociation record their, profound te-
epecf tor ©arl Stimeon and rixeir dc«p^a:i©e ot me l«»©
©a©tained bu hi© paeeina and e^ctend to vRra. ©tin\©on and
me nrtcnxbers ot me famuiL meir sinoerest- ©umpathu.. •*-
^oitnrtgj mim mem in mourning hi© lo©©.
:CTidbl2; Utik^WJl that- an <Mn3ro««Q^ 9!^Vy <>|"
r<uroUition h«^ trcwt«n\itt«^ to tH«, tamtlv
of-i^o\*.r- >«tctta*«^ a©©<^ci<tte. onb W print56 m
>«fc iPvo<usj£^xns^ op kr><i r\©«ocJattott.
^vc>v/yiyy
f^=:Q>^^
PRSSlHEtfr
644 Rail
mittee this morning acted on submitting as information only and for such use as you
wish to make of them, tentative specifications for controlled cooling of rails.
"Tentative Specifications for Controlled Cooling of Rails
"1. When rails have cooled in the regular way on the runways and hot beds to a
temperature between 72S deg. Fahr. and lOOO deg. Fahr. they shall be charged into
proper boxes or containers for controlled cooling.
"2. The temperature of the rails at charging shall be determined by a reliable
radiation pyrometer directed at the top of the rail head at least 12 inches from the end.
"3. Any rails showing a temperature thus determined below 7CX) deg, Fahr. shall
not be charged.
"4. The handling of the rails between the hot bed and the slow cooling enclosures
shall be carefully done to minimize cold straightening.
"S. The number of rails charged into any box or container shall be sufficient to
insure an average rate of cooling to 300 deg. Fahr. in a time period of not less than
fifteen hours after being charged.
"6. The temperature of the rails in the cooling box or container shall be recorded
at regular intervals by a thermocouple located at the mid-section of the pile of rails.
"7. The box or container may be unloaded at any time after the temperature at
the mid-section of the pile of rails has reached 300 deg. Fahr.
"8. Marking C.C."
As I said, these are submitted only as information. Later on, when we know more
about this through the research which Dr. Moore will say something about, we will be
able to write that in our own specifications.
That completes the report of the Rail Committee, with the exception of the work
that is being done at the University of Illinois under the direct charge of Dr. Moore.
(For Prof. Moore's paper, see pp. 645-673.)
Chairman John V. Neubert: — This completes the report on Rail.
Vice-President J. C. Irwin: — It is recognized that the Rail Committee is continually
doing most valuable work in a most important field. We were very fortuivac n having
Mr. Neubert accept the Chairmanship of this Committee to succeed Mr. Earl Slimson.
The Committee is discharged with the thanks of the Association (Applause).
Mr. E. E. R. Tratman (by letter) : — In regard to length of rails, the London &
Northeastern Railway (England) has had rails rolled in lengths of 120 feet, in order to
reduce the number of joints on a stretch of line where trains maintain very high speeds.
As to the reduction of top radius of the 112-lb. rail from 24 to 14 inches, it is interesting
to note that some of the high-speed light-weight trains (including the Burlington's
"Zephyr", according to report) have wheels with flat or cylindrical treads in order to
reduce the nosing effect, with satisfactory results in this respect and consequent reduc-
tion of track maintenance. Such wheels were first used for this particular purpose, I
think, on the fast Chicago-Milwaukee trains of the Chicago, North Shore & Milwaukee
Railway. It appears that the proper relations between rail-head and wheel-tread have
not yet been determined.
THIRD PROGRESS REPORT ON THE INVESTIGATION OF
FISSURES IN RAILROAD RAILS
By H. F. Moore
Research Professor of Engineering Materials, University of Illinois,
In charge of the Investigation
I. INTRODUCTION
1. Previous Work of the Investigation — Two previous progress reports have
been published in which the earlier test results of the investigation are summarized.
This Third Progress Report continues the study of the problems discussed in the
first two progress reports, and records preliminary re ults of tests of the batter of rails
at rail joints, of the effect of end hardening on the batter of rail ends, and on the
strength and ductility of rail steel.
2. The Loss of Mr. Stimson and Mr. Brunner — During the past year death
has claimed Earl Stimson, Co-Chairman of the Advisory Committee of this investiga-
tion, and John Brunner, a member of the Advi-ory Committee. Their passing has been
a great loss to the members of the test party both on account of their professional abil-
ity and aid in the investigation, and also on account of their personal characters. We
of the test party have lost two excellent advisers and two very dear friends.
3. Changes in Personnel of Test Party During the Year — The following
members of the test party have accepted positions elsewhere:
Mr. H. B. Wishart with the laboratory staff of the Carnegie-Illinois Steel Corpora-
tion at Gary, Indiana. Mr. J. R. Trimble with the metallurgical staff of the Tennessee
Coal, Iron and Railroad Company at Birmmgham, Alabama. Mr. Dave Wiegand with
the Limes Materials Company at Milwaukee, Wisconsin.
The following persons have been added to the staff:
Mr. J. C. Mace, Jr., as an assistant to Mr. Bisesi. Mr. John Shapland and Mr.
Kenneth Anderson as general student assistants. Mr. C. M. Middlesworth and Mr.
Claude Wampler have also been added as student assistants. Mr. F. A. Ferris has been
taken on as a mechanician. Mr. S. W. Lyon has been made a regular member of the
staff taking over the work carried on by Mr. Wishart.
II. FIELD TESTS FOR WHEEL LOADS IN SERVICE
(Under the direction of H. R. Thomas and N. H. Roy.)
4. Tests on the A.T.&S.F.Ry. near Matfield Green, Kansas — Since the
publication of the Second Progress Report of the Rails Investigation in Bulletin 386 of
the AREA (June, 1936), there has been obtained further information concerning the
frequency of high wheel loads on track carrying regular freight traffic. Field tests have
been made on the Atchison, Topeka & Santa Fe Railroad on a cutoff carrying only
freight traffic. The test location was near Matfield Green, Kansas. The cutoff is a
single-track line carrying tra;ffic in both directions. Test rail (110-lb.) was laid from
EUinor to a point just south of Matfield Green in 1932. At the time this rail was laid
the old gravel ballast was replaced with crushed limestone. Normally this line carries
very heavy freight tonnage, much of it being through traffic between Chicago, or Kan-
The First Progress Report mav be found in the Proceedings, AREA, Vol. 36, pp. 1065-^090, (1935),
also in Bulletin 376, AREA, published in June, 193S, also in Reprint No. 4 of the Engineering Ex-
periment Station. University of Illinois. (The supply of Reprint No. 4 is exhausted).
The Second Progress Report may be found in the Proceedings, AREA, Vol. 37, pp. 998-1012,
(1936), also in Bulletin 386. AREA, published in June, 1936, also in Reprint No. 8 of the Engineering
Experiment Station, University of Illinois.
645
646 Investigation of Fissures in Railroad Rails
sas City and the Pacific coast. Up to May 1, 1936, there had passed over the test rail
since it was laid 45,800,000 tons.
The two test locations, which are described in more detail later in this report, were
north of Matfield Green. The first set-up was about two miles north of Matfield Green
on tangent track on a high, well-compacted fill. The rail was laid on sound ties, with
clean crushed stone ballast, tie plates on every tie, and 25 ties to the 39-ft. rail. There
was a sl'.ght up-grade toward the south. Maintenance of track was very good with ap-
parently uniform rail support, but, as will be discussed later, the rail support was not as
uniform as it appeared.
The second set-up was about five miles north of Matfield Green on bridge No.
140-A, a ballasted-deck timber bridge supported on tall wooden pile bents. The overall
length of the bridge is 109 ft. There are nine bents spaced uniformly 14 ft. center
to center, except for the north span in which the bents are 11 ft. apart. The height of
the bridge at the center bent is 27 ft. 6 in. from the top of the concrete foundation to
the top of the side rail. Ties, tie plates, ballast and maintenance were, apparently, about
the same as for the first set-up. In some places vertical movement of the deck with
respect to the pile bents could be observed as trains passed. At both test locations
twenty scratch extensometers were used, ten on each rail, spaced as nearly as possible
two tie spaces apart and opposite each other on the two rails. The relative locations of
the instruments along the rail are indicated by the small circles in Fig. 3.
5. Results of Tests — Fig. 1 gives a frequency diagram for high wheel loads for
regular track at Matfield Green and also includes the Dayton, Coatesville, and Rome test
results. It is at once noticed that the average frequency (above say, 0.01 per cent) of
high loads for all instruments used is less at the Matfield Green and Rome locations than
in either of the other two.
Two especially high wheel loads were observed during the tests at the Matfield Green
location, one of 65,000 lb. and one of 84,000 lb. Both these occurred at the instrument
(on the west rail)' which was located over a very stiff spot on the roadbed. These two
high loads were observed at train speeds of 35 and 45 miles per hour, respectively, and
perhaps were due to out-of-round wheels or very long flat spots coming at a hard spot
in the track.'
It is to be noted that the frequency of wheel loads of 40,000 lb. and greater was
about one in one thousand at Coatesville and Dayton, while on the Matfield Green and
Rome locations the frequency for a wheel load of 30,000 lb. or over was about one in
one thousand. Studying the train sheet records it was found that this difference (10,000
lb. wheel load) corresponds approximately to the difference between the average nominal
wheel load at the Matfield Green and the Rome locations and the average nominal wheel
load at the Dayton and the Coatesville locations. At Dayton the traffic was largely
ore and coal, at Coatesville it was largely coal, at Rome it was mixed freight with a
considerable number of refrigerator cars, and at Matfield Green it was refrigerator cars,
oil tank cars, box cars, some stock cars, but relatively few coal cars.
The frequency curves for wheel loads shown in Fig. 1 show average frequency as
given by all instrument records taken. At the Matfield Green location it was found that,
with the exception noted above, all instrument locations were subjected to approximately
the same frequency of high wheel loads. At Dayton and Coatesville there were indi-
vidual instrument records which showed as high as three times the average frequency of
high wheel loads.
> This is in harmony with the statement in the Second Progress Report (Proceedings AREA, Vol.
37, page 1011 (1936) or Reprint 8, Eng. Expt. Sta., Univ. of 111., p. 14 that hard spots in track seem
to contribute to high wheel loads at speeds in the neighborhood of 40 miles per hour.
In\'estigation of Fissures in Railroad Rails
647
10 0
I
«
^
^
^
^
4
5
^
I
0 01
0.001
15000 25000 35000 43000 55000 66000 75000 -lb-
Wheel Loads Equal to, or Greater Th<;in,
l/a/ue5 Indicated
Fig. 1. — Load- Frequency Diagrams for Field Tests of Wheel Load at Four Locations.
648
Investigation of Fissures in Railroad Rails
100
■8
VI
I
5
<^
0.01
Canh fk Tests, Matfidd 6reen,
Kan J 10 lb. Bail
Santa ft Ihts, Maffidd Gtcen,
l^n I/O lb fSiJil on Bridge
A/.yfC. Tests ^ (Sreen/i/a/, N f
105 lb. IPail
/^yC.Tests, eome,N.y
105 Ih Bail GEO.ondtidge
^
0.001
I50O0 25000 35000 ^5000 55000 65000 75000 -lb.
Wheel Loads Equal to, or Greater Than,
lvalues Indicated
Fig. 2. — Load- Frequency Diagrams for Field Tests of Wheel Load on Sections of Track
with Different Stiffness.
Investigation of Fissures in Railroad Rails 649
6. Tests of Track on Bridge — The purpose of determining tiie magnitude and
frequency of passing wheel loads on the bridge near Matfield Green, Kansas, was to
study the effect of the relative stiffness of the track structure on the bridge and on the
regular track upon the frequency of high wheel loads. In Fig. 2 are plotted the load-
frequency curves for field tests at Matfield Green for the two test locations. These two
curves are for the regular roadbed at set-up No. 1 and the roadbed on the ballasted-deck
bridge, set-up No. 2, respectively. The rail support itself on the bridge was only slightly
less stiff than on the fill of set-up 1. The curve for loads on the bridge is near that of
the curve for loads at set-up 1, showing frequencies not quite so high, and having no load
higher than 45,000 lb. The load-frequency curves for two tests on the NYCRR near
Rome, N.Y. are also shown in Fig. 2 for comparison.
Fig. 3 is composed of two graphs showing the ratio of wheel load to bending mo-
ment in the rail at slow speeds (10 m.p.h. or less) for regular track and for the ballasted-
deck bridge. The distances along the rail for all points are shown as abscissae. The
load-moment ratio is an approximate measure of track stiffness.
It is to be noted that there is a greater variation of stiffness in the regular track
(within about 30 feet along the rail) than in the track on the bridge deck. At set-up
No. 1 the two very high wheel loads observed in the tests occurred at the point of
greatest stiffness, the highest plotted point in Fig. 3. No car wheel load greater than
45,000 lb. was observed on the bridge, and few loads above 40,000 Ib.^
There is not a very marked difference in average stiffness of track between the two
AT & SF locations shown, the ballasted-deck track being somewhat less stiff.
It should be recalled that from the results of tests on the bridge on the NYCRR
near Rome, N.Y., the ratio of wheel load to bending moment on that bridge was much
higher than for the regular track with the same rail section. On that bridge, in which
the ties were supported directly on stringers, with no ballasted deck, and the rail fasten-
ings a relatively rigid "GEO" construction, there were observed several wheel loads
above 50,000 lb.
The stiffness of track appears to be a contributing factor to high wheel loads, al-
though not of itself productive of very high loads. Irregularities in car wheels (flat
spots and out-of-roundness) or in track (non-uniformity of rail support) seem to be
necessary to produce very high wheel loads. However, the combination of irregularities
in car wheel or track together with very stiff track would be expected to produce still
higher wheel loads at certain speeds.^
The ballasted-deck bridge at Matfield Green, Kansas, appears to be somewhat less
stiff than regular track and much less stiff than "GEO" track with ties laid directly on
stringers of the steel truss bridge near Rome, N.Y. As tests have been made on only one
bridge of each of the two types, no general conclusion should be drawn concerning the
relative tendency of transverse fissures to start and spread at various types of bridges.
On one bridge the loads appeared to be higher than on the other, but it must be remem-
bered that the magnitude of wheel loads is not the only important factor in the develop-
ment of fissures in rails. While the direct action of wheel loads starts fissures, bending
stresses play an important part in fissure growth. In order to make any prediction of
the hkelihood of fissure development on bridge track (or on any other track) the magni-
- There are fewer records taken on the bridge track than at the other location near Matfield Green.
Possibly this may account for the absence of very high wheel loads. On the bridge track opposite the
rail joint there was a distinctly soft spot in the track, extending for about 6 feet (See Fig. 3). This
was the outstanding example of non-uniformity in rail support on the bridge track. Apparently this
soft spot did not cause abnormal wheel loads under test conditions. A possible explanation is that
train speeds were not high enough to cause high dynamic augment over so long a soft "spot".
3 Proceedings, AREA, Vol. 37, p. 1011 (1936) or Reprint 8, Eng. Expt. Sta., Univ. of 111., page 14.
650
Investigation of Fissures in Railroad Rails
>5
O.08
Distance Along Sail , ^et-i/p 1
TracK Crushed Stone 3c//ast
O'OO
Distance Alon^ Bail, ^ef-(//i <2
3nd^e^ 6a /tasted DecK
Fig. 3. — Load-moment Diagrams, at slow speed.
For two test locations having different stiffness of track. 110-lb. RE Rail. Bending
moment for outside wheel of group of four adjacent car wheels.
I n vestigation of Fissures in Railroad Rails 651
tude and frequency of high bending stresses must be considered as well as the magnitude
and frequency of high wheel loads.
III. ACCEPTANCE TESTS OF RAILS
(Under the direction of N. J. Alleman and J. L. Bisesi.)
7. Destructive Tests of Specimens, — The Bend Test Compared with the
Drop Test — Based on a study of approximately two hundred rail specimens including
some 35 which have been tested since the presentation of the 1936 Progress Report, the
test party still holds the opinion that the head-down bend test is distinctly superior to the
present standard drop test as a detector of shatter cracks in rail heads. To be at all
satisfactory in detecting this shattered condition either test, bend or drop, should be
made head down. It has been pointed out that the bend tests carried out at the Uni-
versity of Illinois are all on specimens cut from the cold rail, while the drop test as now
carried out is on a special short length of rail cut off at the hot saws and allowed to
cool, usually in the open air. It would seem that this short piece of rail would cool
more rapidly than rails on the hot bed, and that the test of such a specimen might be the
testing of metal which had been subjected to more severe cooling than was true of the
hot-bed-cooled rails and, of course, that such a test would be altogether misleading
if used as a test for shatter cracks in control-cooled rails. The members of the test
party feel that, however the specimen is taken and cooled, the bend test is a better test
than the drop test as practiced. The following three reasons are given for this state-
ment: (1)' The bend test carries a specimen to destruction under known conditions of
computable load and deflection; (2) The stresses set up in the drop tests cannot be
measured, and under repeated blows the damage caused by each blow after the first is
a matter of uncertainty due to the distortion of the rail specimen; (3) The bend test
gives all the information that the drop test gives and strength values in addition.
A bend-testing machine of 600,000-lb. capacity would be a piece of apparatus which
would probably not cost more than a drop testing machine. Fig. 4 show a preliminary
sketch for such a machine of 600,000-lb. capacity.
Of course both bend tests and drop tests are subjected to the limitations of all sam-
ples tested to destruction. There is always involved an uncertainty as to whether the
sample broken is representative of the entire lot of steel. This is especially true when
using either test for detecting a shattered condition. Shatter cracks may be found in
some rails of a heat, while other rails from the same heat are free from them; shatter
cracks may be found in one part of the length of a rail while other parts are free from
them. This is an inherent condition in a shattered condition of a steel rail.
8. Non-destructive Tests for Shatter Cracks: Microphone Tests —
During the entire progress of the investigation persistent attempts have been made to
find some non-destructive tests which will indicate shatter cracks in rails. This has been
recognized as a very difficult task, with the chances of success distinctly against the in-
vestigators. However, the development of such a test would be of great importance and
it is felt justifiable to pursue these studies.
In the 1936 Progress Report a preliminary account was given of the use of the
microphone to detect cracking during the cooling of rails. The poor success of the first
attempt was recorded, and proposed improved methods described. A second series of
microphone tests has been run at the Tennessee Coal, Iron & Railroad Company in
which simultaneous tests were run on a cooling rail and a dummy rail and in which both
rails were suspended by chains supported on sound-damping blocks of rubber. Even
with these improved conditions the microphone test did not prove reliable as a detector
652 Investigation of Fissures in Railroad Rails
of cracks. The use of the dummy rail made it possible to identify microphone indica-
tions due to shop noises. However, other factors, especially the microphone effects
caused by scale popping off from the cooling rail, made this test unreliable even under
these improved conditions. A laboratory test was then made in which a rail had been
subjected to hydrogen at a temperature of 2300° Fahr. for some hours. A microphone
was attached to this rail, which was then cooled in a special box filled with nitrogen
which it was hoped would prevent the formation of scale. The results of this test were
negative, although an etch test showed S longitudinal and 3 transverse shatter cracks
after test. These tests are consistent with results obtained at the steel mill and seem to
show that the microphone test does not give much promise of usefulness.
9. Non-destructive Tests for Shatter Cracks: Vibration Tests —
During the entire course of the Rails Investigation the search for a reliable non-
destructive test for shatter cracks has been pursued. At the present time, after many
disappointments promising results have been obtained from a combined acoustic-electric
test. Critical study of this test and development of apparatus are now under way.
IV. END HARDENING AND BATTER OF RAIL ENDS
(Under the direction of R. E. Cramer, N. J. Alleman and S. W. Lyon.)
10. Preliminary Studies of End Batter and End Hardening of Rails —
At the beginning of the calendar year, 1937, the study of end-hardening and batter of
rail ends was made a major feature of the Rails Investigation. Previous to that time
some preliminary studies had been made and the general type of test for batter of rail
was outlined in the 1936 Progress Report. It is emphasized that these results are pre-
hminary and not adequate for drawing quantitative conclusions. At the present time a
considerable number of tests of rails end-hardened at various mills by various processes
have been made. The following five processes of end hardening have been used:
Process 1.— Hot bed cooled. End reheated by Teleweld induction method to
1540 degrees Fahr. in 80 seconds. Water quenched by an automatically regulated
flow of water for 30 seconds.
Process 2. — Hot bed cooled and box cooled. End of rail head reheated by a
gas burner to approximately 1550 degrees Fahr. in 3 minutes and then quenched
with a jet of compressed air for 3 minutes.
Process 3. — After leaving the hot saws the rails are allowed to cool to 1500
degrees Fahr. and the ends are then quenched in a water spray for about 30 to 35
seconds, the exact time being determined by the chemical composition and by the
section of the rail. When the body of the rail is cooled to 1000 degrees Fahr., a
small cover about 6 inches long is placed over the rail head at the end.
_ Process 4. — After leaving the hot saws the rail is allowed to cool below the
critical temperature. The ends of the rail head are then rapidly reheated above the
critical temperature to about 1500 degrees Fahr. and quenched in a water spray as
in Process No. 3. A cover is also used as in Process 3.
Process 5. — Method of cooling not described. The end corner of the cold rail
is chamfered 1/16 to Ys inch along top and sides of head and the top surface
ground for removal of scale. A portable furnace heated with natural gas is then
placed on the end of the rail and so adjusted that the end and top of the head are
heated to 1500 degrees Fahr. to 1600 degrees Fahr. in 4 minutes. Furnace is re-
rrioved and a quencher immediately placed on hot rail. The quencher is arranged to
give the maximum hardness at about J4 to 3/16 inches from the end of the rail; the
width of the nozzle, at right angles to the length of the rail, is designed to give a
uniform distribution of hardness. Air pressure of not less than 70 lb. is used; steam
is sometimes introduced into the air stream close to the nozzle for the purpose of
supplying a mist for use on heats whose low carbon content prevents obtaining the
necessary degree of hardness through the use of air pressure alone. The amount of
steam introduced is controlled through a micrometer valve permitting reproducible
settings. The red color of the rail is usually lost in 20 to 25 seconds after applying
Investigation of Fissures in Railroad Rails
653
the quencher but the quencher is allowed to remain on the rail until the next rail is
heated and ready for quenching.
11. General Scope of Tests — The tests which are applied to end-hardened rail
specimens may be grouped under four headings: (1) A hardness survey of longitudinal
sections of the rail head including both the hardened zone and the zone left unhardened.
(2) Metallographic study of the structures of steel in the hardened region as compared
NCHES
0 10 20 30
Fig. 4. — Proposed Testing Machine for Bend Tests of Rail Specimens.
with structures in the unhardened region. (3) Tests of the physical properties of speci-
mens cut from the hardened portion and unhardened portion of the rails. (4) Batter
tests of rail specimens using the rolling-load machine, shown in Fig. 12 and more fully
described in the 1936 Progress Report.
12. Hardness Surveys — Fig. 5 shows typical vertical longitudinal sections through
the middle of rail heads with hardened ends after deep etching with ammonium persul-
phate. This brings out clearly the depth of penetration of heat during the end hardening
process, and locates fairly well the zone of demarcation between the hardened end and
unhardened portion. The small points shown in the figure are the marks left by the
Rockwell diamond point indenting tool used for hardness test.
654
Investigation of Fissures in Railroad Rails
Hardness in the hardened zone ranged from 31 to 49 Rockwell "C" (279 to 441
Brinell). In the unhardened rail head the hardness ranged from 23 to 31 Rockwell "C"
(207 to 279 Brinell)-.
Hardness tests were first tried out using a Brinell machine, but it was found that a
much more thorough study of the area could be made by the use of the Rockwell
machine using the "C" scale, (ISO kilograms weight and a conical diamond point). By
a series of Brinell and Rockwell tests on the same specimens it was found that for trans-
lation of Rockwell "C" numbers into Brinell numbers, for rail steel fairly accurate re-
sults are given by multiplying the Rockwell "C" number by 9. Experimental conver-
sion values obtained on 13 specimens of rail steel heat-treated to different hardnesses are
shown in Fig. 6.
A typical distribution of hardness values over the surface of a longitudinal vertical
section of a rail head is shown in Fig. 7. Nearly all the tests so far made on rails end-
hardened at the mills show a rather deep penetration of hardness into the head of the
rail, in extreme cases actually extending into, the web. It is known that certain proc-
esses used in the field produce a much shallower hardness and there are those who hold
the opinion that too great a penetration of hardness is undesirable. At this stage, how-
ever, it is quite impossible for the test party to offer any opinion on this question.
a
Fig. S. — Macrographs of Hardened Zone in End-hardened Rails.
a. Rail 2033, Mill B, 131-lb. section, d. Rail 2034, Mill C, 112-lb. section,
Process 1. Process 2.
b. Rail 2064, Mill F, 112-lb. section, e. Rail 2053, Mill D, 131-lb. section,
Process 5. Process 2.
c. Rail 2070, Mill E, 131-lb. section, f. Rail 2049, Mill I, 131-lb. section.
Process 2. Process 4.
Faces of specimens etched approximately 1^ X 4J/2 inches. Etched with
ammonium persulphate.
Investigation of Fissures in Railroad Rails
65S
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656
Investigatio n of Fissures in Railroad Rails
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Investigation of Fissures in Railroad Rails 657
rfA/L A/a ao6o
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Fig. 8. — Limit of Hardened Zone.
Rail 2060, Mill F, 112-lb. section, hardened by Process S.
Rail 2033, Mill B, 131-lb. section, hardened by Process 1.
658
Investigatio n of Fissures in Railroad Rails
'/ .^S'0O7
Fig. 9.— Micrographs of Grain Structure in End-hardened Rails.
a. Structure near top of head.
b. Structure of middle of head.
c. Structure near bottom of head.
Magnification 200 times, Etch 2 per cent nital, All specimens taken one-half inch from
end of rails.
Rail 2060 was hardened throughout the depth of the head, so that no
transition zone is shown.
Investigation of Fissures in Railroad Rails 659
In a few cases the outline of the hardened zone throughout the whole head was
determined by means of etch tests on several vertical sections. Fig. 8 shows typical
limits of hardened zones after end-hardening by Processes S and 1, respectively.
13. Metallographic Structures in End Hardened Rails — Fig. 9 shows typi-
cal structures in the hardened zone of three rail heads, in the transition zone and in the
unhardened zone. The refinement of grain in the hardened zone is quite evident. In
one or two cases there have been evidences found of localized sections in which the
structure of the steel seemed to be martensitic. It seemed likely in these cases that the
martensitic structure produced was due to accidental irregularities in the application of
heat to the rail, or to irregularities in quenching procedure, and is not typical of the
processes as usually carried out.
14. Physical Tests of Specimens from End Hardened Rails — In order to
determine the effect of the various end-hardening processes on the physical properties
of the rails so treated, a preliminary testing program is being carried out on seven sets
of end-hardened rail specimens received from six different mills. These seventy speci-
mens include rails of both 112-and 131-lb. section which in turn include specimens end-
hardened by five different processes.
The physical testing program provides for tests of unnotched bars on a Charpy
impact machine, tests of notched bars on an Olsen-Izod machine, fatigue, and tension
tests. Selection of end-hardened rail specimens for test was so made that a physical-
property survey was obtained covering the various processes of hardening as applied by
the mills submitting test sections.
15. Selection of Specimens — ^Test specimens for the four types of tests were cut
from the end hardened material, from the transition zone and from the unhardened zone
of rail samples. In the specimens from the transition zone they were so machined as to
include the line of demarcation between hardened and unhardened zones in the critical
section of the specimen. The shape and size of specimens used are shown in Fig. 10.
Fig. 11 summarizes test results from specimens so far tested.
16. Results of Tests — As might be expected specimens cut from the hardened
material showed higher strength values than the specimens from the unhardened. The
surprising result was found that for the end-hardened rails so far tested, not only are the
tensile strength and the fatigue strength increased in the hardened part, but also the
ductility as shown by elongation and reduction of area, and the toughness as shown by
the impact tests. This somewhat surprising result can be explained by looking at the
typical microstructure of the hardened steel as shown in Fig. 9. The heat treatment
gave a finer grain structure than was the case with the metal as rolled. This is a strik-
mg illustration of the possibility of increasing the strength of high-carbon steel without
reduction of ductility by a proper heat treatment.
17. Rolling-Load Tests for Batter of Rails — Fig. 12 shows by a diagram the
arrangement of the rolling-load testing machine for producing batter in a specimen con-
sisting of two short pieces of rail connected by a joint bar. As shown the joint is sub-
jected to considerable bending moment. This, however, can be varied by putting the
supporting blocks closer together, or substituting a solid piece of steel under the rail.
This machine was described in some detail in the Second Progress Report of the investi-
gation. At the left-hand end of the specimen is shown a clamp C fitted with a dowel
pin D.
After the specimen had been given any desired number of cycles of load of any de-
sired magnitude and bending moment, it is removed from the machine and a micrometer
gage attached to it to measure batter. This micrometer gage is shown in Fig. 13. The
framework F, supporting the micrometer M, slips over dowel pin D, while the frame-
660
Investigation of Fissures in Railroad Rails
work at the right-hand end is supported by a screw bearing in a prick punch mark on
the rail specimen. Micrometer M can be moved crosswise or lengthwise so that contour
lines of the rail surface can be plotted. During the test the bolt tension is adjusted to
20,000-25,000 pounds every one-half million cycles.
The batter of a rail is the depression near its end measured from the worn surface
of the rail, as shown (exaggerated) in Fig. 14 (a). The following method is suggested
for the interpretation of test data from a rolling-load test in determining batter. Fig. 14
(b) shows a vertical deformation diagram for one of the rails at a joint. The supports
of the measuring instrument are at A and B on the surface of the rail beyond the path
of the wheel load which extends from D. to E. Measurements of the depression of the
left-hand rail of the joint from the line AB are shown at EF, GH, JK, LM, NP, and QR
in the diagrams and measurements are taken at the corresponding points to the right of
the center line of the joint. QR is taken 1/32 of an inch from the origmal end of the
rail.
In the above figure the depressions GH and JK are due to a combination of wear
and bending downward of the rail, probably accompanied by some slipping and bending
of the joint bars. Beyond LM the depressions increase rather rapidly and the increase
2^
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Terjs/on Specimen
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Izod Spec/njeq (qotc/jed) Chorpy Specimen (un-rjotc/jed)
Fig. 10. — Test Specimens for Mechanical Tests of End-hardened Rail Steel.
may be regarded as batter. Drawng a straight line to fit the points of F, H, K, and M
as nearly as possible, and extending this line to the end of the rail at V, the distance VW
is taken to represent the batter of the rail end shown. The batter of the right-hand rail
would be determined in a similar manner.
18. Results of Batter Tests — ^Tentatively the standard wheel load for batter
tests had been set at 40,000 pounds. This represents a considerably higher load than the
average wheel load which rails withstand, but it seems probable that most of the batter
is caused by wheel loads above the average, so this would seem to be a fair test load.
The amount of batter in hardened and unhardened end rails tested is shown in Fig. IS.
Fig. 16 shows the growth of batter for a typical test. About all that can be said at
present is that the hardened end rails tested show a very marked decrease in amount of
batter as compared with an unhardened end rail. This is further shown in Fig. 17. It
should be noted that so far all the hardened end rails have been rather deeply hardened
and hardened back for a considerable distance from the end of the raD. It is hoped to
Investigation of Fissures in Railroad Rail;
661
y///////M Hardened
Unhardened
Process for
Hardening
No J
No.2
l^e/ght of ffcf/l
id. per L/ard
131
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(UnnotchedJ'ft/l).
0 100 £i
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1000 Ib.persq. in
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0 wo 200 300
0 /OO ZOO 300
Hardness^ ^n/?^//
0 io zo
* Capacity of Testing Machine- Specimen Unbroken.
Fig. 11.— Results of Mechanical Tests of Specimens from Ends of Heads of Rails.
662
Investigation of Fis sures in Railroad Rails
Fig. 12. — Arrangement of Rolling-load Testing Machine for Batter Test of Rail Specimen.
O
^^^— ^:«
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Fig. 13. — Micrometer for Measuring Batter of Rail- joint Specimen.
Investigation of Fissures in Railroad Rails
663
Travel 'under Rolling Load
\*-Microm eter
y//A'//////y/////////////////m////////^^^^
Fig. 14. — Diagram Showing Method of Measuring Batter in Rolling- load Test.
Diagram Not to scale: wear, batter, and bending of rails exaggerated.
Ky/zyy/yy/V/j Hardened
Unhardened
Roil Specimens
in Test Joint
End-hard-
ening
Process
2067 & 2069
/IZIb.peryd.
2077 d, 2079
I3llb. per yd.
2016 & 2016 A
131 lb. per yd.
End Baiter - Ai/erage for
the Two Rails in the Joint
Surface
Hardness
at End
0.010 0.016
Inches - Batter
* Brine II Hardness numbers are taken as e(fuivalent to 9 times
Pock well "C " numbers for rail steel.
Fig. is. — Results of Preliminary Rolling-load Tests of End-batter of Rails.
The values given are the depths of vertical end-batter after 2,000,000 passages of a
40,000-pound wheel load.
664
Investigation of Fissures in Railroad Rails
Uj o.oi
\
s o.oo
X o
o
RcrJIi 20/6 oi>d 2016 A Unhardened
/
^^
(
/
,i
f
Rails 2020 ond 2020 A £nd Hardened by j
1
-
<
1
Process J |
J ,
^-~"
/
^
lOOO.OOO 2.000,000 3,000.000
Cyc/es of Load
Fig. 16.— Growth of Batter with Cycles of Wheel Load. Wheel load, 40,000 pounds.
Fig. 17.— Rail Joints after Rolling-load Tests for End-batter.
All joints were made up with ^-inch gap between Rail Heads.
a. Unhardened ends of rails 2069 and 2067, rolled at Mill F, after 2,001,400 cycles of
40,000-lb. wheel load.
b. Hardened ends of rails 2076 and 2078, rolled at Mill E, after 3,016,100 cycles of
7S,000-lb. wheel load.
c. Unhardened ends of rails 2014 and 2014-A, rolled at Mill I, after 1,963,900 cycles of
7S,000-lb. wheel load.
d. Hardened ends of rails 2018 and 2018-A, rolled at Mill I, after 1,999,800 cycles of
7S,000-lb. wheel load.
Investigation of Fissures in Railroad Rails 66S
secure specimens with less depth of hardening for tests in the near future. It is also
planned to try batter tests with more rigid support of rail.
19. Significance of Rolling-Load Tests for Batter — It is at once evident
that the rolling-load test does not reproduce the service conditions for rails very closely.
A marked difference is in the absence of speed effect in the laboratory tests. However, it
is believed that as a measure of the effectiveness of an end-hardening process the rolling-
load tests for batter are of significance. It does not seem an unreliable assumption that
the relative amount of batter between hardened and unhardened ends will not differ
greatly whether the batter is produced by service conditions or by rolling-load tests. It
is hoped that some relation can be established between the results of rolHng-load tests
and of hardness tests of rail ends. If this could be done it would make the study of
effectiveness of hardened end processes much simpler.
V. TEMPERATURE LIMITS FOR CONTROLLED COOLING OF RAILS
(Preliminary work under the direction of R. E. Cramer and N. J. Alleman)
20. General Plan for Study at a Steel Mill — The study of temperature limits
for controlled cooling is in its preliminary stage. A mathematical study, made by Prof.
W. L. Schwalbe of the University of Illinois, on the distribution of thermal strains in a
cooUng rail indicated that the effect of end conditions in cooling rail lengths extended
at most a distance of about 3 inches from the end. This would seem to make it possible
to use specimens of rail one or two feet long for the study of: (1) effects of different
temperatures of placing rails in the boxes, (2) different temperatures of removing rails
from the boxes, and (3) different rates of cooling rails in the boxes. The plan as out-
lined contemplates the taking of such samples from heats of rail steel in the mills and
cooling each specimen in an individual insulated cooling box, in which the temperature
could be observed during the entire period of cooling. At the present time an experi-
mental cooling box has been constructed, and studies of methods of insulation and of
heating of the box to insure any desired rate of cooling are in progress in the laboratory.
At any mill three series of tests on such short specimens would be carried out.
Probably, in order to secure some shatter-cracked specimens, air-cooled specimens would
be used as a basis for judging the effectiveness of slow cooling, and it may be necessary
to make a series of tests on rail specimens from several heats of steel before getting any
shatter-cracked, air-cooled specimens. In each series of tests the specimens cooled singly
in air will have a somewhat more severe thermal treatment, and one slightly more likely
to cause shatter cracking than is the case with hot-bed cooling. In the first type of test
mentioned above the remaining specimens would all be put into the individual cooling
boxes at the same definite temperature (say 1000 degrees Fahr.), but they would be re-
moved from the boxes at different temperatures. In the second type of test the rail
specimens (except the air-cooled rails) would be put into the boxes at different tempera-
tures, but all removed at the same temperature. In the third series of tests all the rail
specimens (again excepting the air-cooled rails) would be put into the boxes at the same
temperature, and removed at the same temperature, but, by changing the insulation of
the cooling boxes, they would be cooled at different rates.
This whole series of tests will undoubtedly be slow, and it is probable that such
series will have to be run at two or more mills. However, it has seemed the best avail-
able method of approaching the problem of determining proper temperature limits for
controlled cooling of rails.
The presence of shatter cracks is to be determined by etch tests of specimens.*
* Since the above was written a series of tests has been made at the Tennessee Coal, Iron and
Railroad Company at Birmingham. Alabama, and the srwcimens are now being subjected to tests. The
results are not yet available.
666
Investigation of Fissures in Railroad Rails
VI. l»RODUCTION OF SHATTER CRACKS BY TREATMENT WITH HYDROGEN
(Under the direction of R. E. Cramer.)
21. Laboratory Tests of Rail Steel Heated in Hydrogen — During the past
year a very considerable amount of work has been reported from abroad tending to show
that flakes, which seem to be about the same thing as shatter cracks, can be produced in
various grades of steel by heating the steel in hydrogen gas. A review of some of this
work is published in the July, 1936, issue of Metal Progress, page 51 under the title,
"Flakes in Forgings Caused By Hydrogen."
In order to determine whether shatter cracks can be produced in rail steel heated in
an atmosphere of hydrogen, tests have been made using a carbon-pile electric furnace
in the University of Illinois shop laboratories. This furnace will operate continuously
at temperatures up to 2400 degrees Fahr., and the inside dimensions are 7" X 7" X 12".
Commercial hydrogen from cylinders was introduced at the back side of the furnace
through a J^-inch iron pipe and allowed to escape and burn at the peep hole in the
furnace door.
Five runs have been made in this furnace, subjecting specimens from three different
rails to an atmosphere of hydrogen. The rails were selected from heats which had no
shatter cracks in any of the three test rails from that heat. Six-inch longitudinal sHces
had been etch tested from both sides of the rail specimens selected for these tests, and no
shatter cracks were found. The data on the five tests together with the number of shatter
cracks found on one side of a 6-inch section of specimens heated in hydrogen are given
in Table 1. It must be remembered that the method of reporting number of shatter
cracks does not record all the cracks in a 6-inch length of rail but only those found on
one side of a horizontal section 6-inches long. Fig. 18 shows photographs of sections of
four specimens in which cracks were produced in rails originally free from shatter cracks,
by heating in hydrogen. A brief description of the treatment given each specimen is
included below the title.
Table I
RESULTS OF HEATING RAILS IN HYDROGEN GAS
Test
No.
Lab. No.
of Rail
Shape of
Specimen
Hydrogen
Used in
Furnace
Temperature
Degrees Fahr.
Time of
Heating
Method of
Cooling
Results of Etch Tests
1
631
110-lb.
Full Section
Yes
Between
2200 & 2300
27hrs.
Still air
6 Trans, ard 1 Long. Shatter
Cracks
2
631
110-lb.
Full Section
No
Between
2200 & 2300
27hr3.
Still air
No Shatter Cracks
3
629
110-lb.
Full Section
Yes
2100
27hrs.
Still air
No Shatter Cracks
4
629
110-lb.
Full Section
Yes
High enough to
melt surface
27hr3.
Still air
Complete network of Cracks
5-1
452
Head of
130-lb. Rail
Yes
2300
27hrs.
Still air
3 large Trans, and 1 Long.
Shatter Cracks
.5-2
452
Head of
130-lb. Rail
Yes
2300
27hrs.
Fan
2 large Trans, and 2 large
Long Shatter Cracks
5-3
452
Head of
130-lb. Rail
Yes
2300
27hrs.
In water
after cool-
ing to
1500 deg.
Fahr.
2 large bursts and many small
Shatter Cracks
Investigation of Fissures in Railroad Rails 667
These experiments together with the results reported from Europe offer reasonable
proof that hydrogen can be one factor which produces shatter cracks or flakes in steel.
These tests do not justify the conclusion that hydrogen is the only factor which can pro-
duce these cracks. While the mechanism of the production of these cracks is not
thoroughly understood, the following explanation seems logical and is based on some ex-
perimental evidence as reported in the literature.
22. Formation of Cracks by the Pressure of Escaping Hydrogen — Molten
steel will absorb more than its own volume of hydrogen. During cooling of the steel
some hydrogen escapes but the steel holds a good portion of it in solution until it cools
below the critical point after rolling. The rate of cooling of the rails on the hot bed is
not so fast but what some of the hydrogen can diffuse out of the steel while it is cooling
down to some temperature in the neighborhood of 400 degrees Fahr. At 400 degrees
Fahr. there is a marked reduction in the rate at which hydrogen can diffuse through
steel.
At this temperature there is still in the steel a considerable volume of hydrogen
which is being liberated due to the lowering of the solution pressure accompanying the
Fig. 18. — Etched Horizontal Slices Cut from Heads of Rails in which Shatter Cracks
had been Produced by Heating in Hydrogen.
a. Run No. 1. Rail 631, full-section, UO-lb. rail, temperature 2200 to 2300 degrees
Fahr., cooled in air.
b. Run No. 5, Specimen No. 1. Head of 130-lb. rail No. 452. Temperature 2300
degrees Fahr., cooled in air.
c. Run No. 4. Rail 629, full-section, UO-lb. rail, temperature high enough to melt
surface of rail head. Cooled in air. These cracks are not considered
to be typical shatter cracks.
d. Run No. 5, Specimen No. 3. Head of 130-lb. rail No. 452. Temperature 2300
degrees Fahr. Specimen was quenched in water from 1500 degrees Fahr.
Many small cracks were found on both sides of the large internal
burst, but very few within one-half inch of the burst.
Etched with 50 per cent hot hydrochoHc acid. Photograph approximately one-third
natural size.
668 Investigation of Fissures in Railroad Rails
drop in temperature. When the diffusion rate suddenly changes, the hydrogen which is
beihg liberated is trapped in the interior of the steel, and probably collects in minute
spaces around inclusions and in any other small voids. The pressures built up in these
small spaces must be very high, and, since the stresses in the metal are distributed over
minute areas, they may exceed the tensile strength of the steel. A small crack then
develops which relieves the pressure. The crack remains in the cooled steel as a shatter
crack.
This explanation calls for some consideration as to how hydrogen can get into the
molten metal during the open hearth steel-making process. The most likely source of
hydrogen seems to be the water vapor and steam, which are formed by the combustion
of the fuel or sometimes blown into the open-hearth furnace and the soaking pits. While
the molten steel would not be exposed to hydrogen for anything like 30 hours it would
be at a very much higher temperature and would tend to break up water vapor into
hydrogen and oxygen and to absorb the hydrogen very much more rapidly than at the
temperature of 2300 degrees Fahr. used during these tests.
It may be emphasized that whether the cause of shatter cracks be absorbed hydrogen
or localized thermal stresses, controlled cooling of the steel would diminish the severity of
thermal gradients and would also give hydrogen a better chance to escape without pro-
ducing shatter cracks.
Vn. MISCELLANEOUS SPECIAL TESTS
22>. Fissures in Bessemer Rails — In the days when rails were nearly all rolled
from Bessemer steel transverse fissure failures were so rare that they were not noted as a
special type of rail failure. This is not surprising in view of the evidence now available
that internal fissures are started under heavy loads on heavy rails as readily as under the
same loads on light rails," and in view of the increase of wheel loads and speeds within
recent years. In the days of Bessemer rails actual wheel loads in service were rarely
severe enough to start internal fissures, even in shatter-cracked rails. However, some
fissures have beeh found in Bessemer rails with long service records. Four such rails
with transverse fissures were sent to the test party by Mr. L. Yager, Assistant Chief
Engineer of the Northern Pacific Railway. Two of them were rolled in 1909, the date
of rolling was not known for the other two. One of them failed in service, and in two
of them the detector car located fissures.
Etch tests of these four rails failed to indicate any shatter cracks at other sections
than that of the fissure, but they showed many more segregation streaks than most
open-hearth rails. Whether the fissure developed from a single shatter crack or from a
segregation streak cannot be told. The fissure apparently started in a horizontal direc-
tion, in, or along, a rather large inclusion in the highly stressed area about J^ inch be-
low the tread of the rail.
24. Fractures Starting at a "Cold-Shut" — ^Two used 100-lb. rails have been
received from the Chicago & Northwestern Railway. They were removed from service
because inspection disclosed a longitudinal seam, or "cold-shut" at the top of the web.
This seam was about IS ft. long in each rail. When subjected to rolling-load tests the
rails did not fail under loads of 40,000 lb. repeated 1,498,000 and 513,000 times, respectively.
In the drop-of-potential test the second rail showed a slight indication of spread of the
crack. The first rail was then subjected to 7S,000-lb. wheel load and it failed by a
progressive failure starting at the seam after 280,000 cycles of load. The second rail
» Proceedings. AREA, Vol. 36, page 1072 (1935) or Reprint No. 4, Eng. Expt. Sta., Univ. of 111.,
Investigation of Fissures in Ra ilroad Rails 669
was subjected to 1,098,000 cycles of a 60,000-lb. wheel load when it, too, failed at the
seam. This illustrates the possibility of a progressive failure starting at a longitudinal
seam.
25. Web Failures in Rails — During the last few years there have been reported
to this laboratory a number of cases of rail breakage starting in the web within the joint
bars. In some cases the crack started at the junction of the head and the web, while
in others the crack started from a bolt hole. A metallographic examination of the metal
in the web in two "A" rail specimens which had developed web failures in service showed
steel above the eutectoid composition, with excess carbide at the grain boundaries and
"needles" in the interior of crystalline grains. Hardness readings were taken on the
material in the web. Brinell hardnesses up to 331 were found.
Under rolling-load tests about six web failures of rail specimens have occurred during
the course of the investigation. Figuring the theoretical shearing stresses set up in these
tests' it is found that the effective stress concentration factor at bolt holes in the web
seems to be about 3. At a raised letter on the web about 2, at a fillet between head and
web about 1.5 and at a seam below the fillet about 2. These values are based on the
results of fatigue tests of web material in shear. Further study of this type of failure is
in progress.
26. Service Failures of Test Rails — Special test rails have been laid in nine
locations. One test location is on the Dayton-Toledo line of the Baltimore & Ohio Rail-
road, one location is on the Pittsburgh Division, and four on the Cumberland Division
of the same road. One test location is on the Atchison, Topeka & Santa Fe Railway
near Matfield Green, Kansas.
Three rail failures have been reported from the test track on the Dayton-Toledo
'ine near North Dayton, Ohio. The track had carried approximately 58,000,000 tons of
traffic when the first failure was reported, — a split head located by a Sperry detector car.
May 13, 1936. On November 4, 1936 a test rail on the Dayton-Toledo line near Van-
dalia, Ohio, failed in service due to a transverse fissure, and on November 6, 1936 a
similar failure occurred in a rail near the one which failed on November 4. These rails
had carried about 73,000,000 tons of traffic when they failed.
All three rail failures were of rails from heats of steel for which etch tests of speci-
mens had shown pronounced shatter cracking.
One rail in the test track at Matfield Green developed a split head which was located
by a Santa Fe detector car. The rail was an "A" rail. In the etch test of specimens
from the heat from which this rail was rolled one longitudinal shatter crack was found
in one specimen.
27. "Damage Line" Stresses of Rail Steel at Low Temperatures —
During the year a large number of tests of rail steel have been made at low temperatures
using the cold room of the U.S. Air Service at Wright Field, Dayton, Ohio. Fig. 19 shows
a graph of a typical damage line test. The damage line is determined as follows: First
a series of fatigue tests is run, an S-N (stress-cycle) diagram drawn, and from that dia-
gram the endurance limit of the original, unstressed, metal determined. Then a number
of specimens are subjected to definite stresses above this endurance limit and are run for a
certain number of cycles of stress. In Fig. 19 results are shown for three specimens
subjected to 20,000 cycles of stress of 45,000, 43,000, and 39,000 lb. per sq. in., respec-
tively. Then the stress on each of these specimens was reduced to that of the endur-
ance limit of the original metal, in this case 34,500 lb. per sq. in. The highest stressed of
the three specimens broke under this endurance limit stress while the specimens with
« See Appendix to this report for a formula for computing shearing stress.
670
Investigation of Fissures in Railroad Rails
60 000
50000
40000
\ 30O0O
I
^ 20000
\
10 ooo
5j
r^/^e/e^ of i^/73rre5S^^^/a/^^^ ^r^lj^^^^^
cyc/ej of 5/-re^5 /nci'ca/ec/
1 cyc/^3 of J'f-SOO /^per^^f./r?.
I €>-♦- No fracA/re a//er /0> OOO OOO
I cyc/ej of 34- 500 /hper ^^ if?
3pec/p?e/7 jobjecfe^f fo ^00 000
cyc/i?s of 3f SOO /i? per 3q ///
no f^rac^ure a//£'r /O OOO OOO
cycr/es of 3^ ^OO /fp.pir sq. //r.
%
Number- of cycJes of sfrea (N>
Si
Si
Si
Fig. 19. — Typical Graph of Fatigue Test Results for Determining Endurance Limit
(Fatigue Limit) and "Probable Damage Line"
Investigation of Fissures in Railroad Rails 671
lower stresses did not break. This locates points on the damage line between 43,000 and
45,000 lb. per sq. in. In a similar way a point of the damage line is located at a stress
of 37,500 lb. and 200,000 cycles of stress. It has been proposed by H. W. Russell of the
Battelle Memorial Institute that, as an arbitrary measure of resistance to occasional
overstress, there may be used the ratio 5 ^ ■ ^ p > in which 5 ^ is the "damage line
stress" for 25,000 cycles and S p is the endurance limit of the original unstressed metal.
In Fig. 19 Russell's ratio would be LM/PQ, that is 43,500/34,500= 1.26.
In Fig. 20 values of Russell's "damage resistance ratio" have been plotted from test
results for specimens from various rails. It will be noted that no outstanding variation
of this ratio was found in rail steel (1) between specimens from shatter-cracked and from
uncracked rails (2) between specimens from hot-bed rails and form control-cooled or
normalized rails, (3) between specimens of ordinary rail steel and of 3 per cent chromium
steel, and (4) between specimens tested at temperatures ranging from 70 degrees Fahr.
to — 40 degrees Fahr. Notched specimens showed high values of this ratio, although
they developed an endurance limit only about 50 per cent of that developed by unnotched
specimens. This result for notched specimens was also reported by Russell for a number
of metals.
672
Investigation of Fissures in Railroad Rails
Rail
Thermal
Treatment
Temp,
when
Tested
Of tier Damage Resistance
Special ^ys^ for 25000 cycles
Feature of Stress
651
653
453
668
Hot Bed
II '1
II II
II u
70
70
70
70
IIZI
//(?/ Bed
70
10
-ZO
-40
Uncracked ■■■-■■«■,«—-
^ —
1013
Hof Bed
70
10
-ZO
-40
, .-hbU- — »-• — -■
Uncracked «,„«_«,_«i„«_«.
/0I4
Confrol-
Coo/ed
70
10
-ZO
-40
i-...in»...»«
uncracked „««_„«««■««.
I0Z5
Not Bed
70
10
'40
/026
Normalized
70
10
-ZO
-40
. - J 1 -1
Shatter -----------
Notched Specimens 1 1 I 1 1 1 1 M 1 1 1 ! 1 1 1 II
1013
1014
I0Z5
I0Z6
Hot Bed
Control Cooled
Hot Bed
Normalized
70
10
-ZO
-40
Other Steels
70
to
-ZO
-40
SA.E.-/OZO
As rolled
1 11
"i L. JZ
....--.--1.
5A£'3I35
Hi t/vaha
^ 70
0 OS J.O 1.5
Fig. 20.— Results of "Damage Line" Tests of Specimens of Rail Steel.
Investigation of Fissures in Railroad Rails
673
APPENDIX
FORMULA FOR DETERMINING SHEARING STRESS IN THE WEB
OF A RAILROAD RAIL
The derivation of this formula may be found in any standard text of mechanics of
materials. At any point in a beam the vertical shearing stress and the horizontal shear-
ing stress are equal in magnitude. This formula may be used for any section of a beam
which is symmetrical about the plane of bending. The formula is: —
V
^^ = TJ<2
at any horizontal
in which
is the horizontal or vertical shearing stress, in lb. per sq.
plane ab (in Fig. 21) ;
is the total shearing force, in pounds, on the cross-section under consideration;
is the moment of inertia, in (inches)*, of the cross-section about a horizontal
axis through its center of gravity NN' (in Fig. 21) ;
is the thickness of the web in inches at ab;
is the moment of the area (A^ in Fig. 21) between the extreme fiber of the cross-
section and ab. This moment is measured in (inches)^. 4f ; is the distance, in
inches, from ab to the center of gravity of the area A^ then Q ^ A^ j.
-;~-c.g. of entire
shaded area /Is
^ cros^ - secfiofj of mil
Fig. 21. — Diagram Illustrating Computation of Shearing Stress in a Rail.
DISCUSSION ON STRESSES IN RAILROAD TRACK
(For Report, see pp. 455-456)
Dr. A. N. Talbot (University of Illinois) : — The report of the Committee is found
on page 455 of Bulletin 392. That report concerns the general work of the year.
This seems an opportune time to make a brief report on the tests on the stretches
of welded track under observation. As has been said before, one purpose of the obser-
vations is to learn something of the magnitude and distribution of the anchorage given
between ties and ballast at the ends of the welded stretch and along its length to resist
the forces set up by changes in the temperature of the rail, and to learn how the in-
fluences tending to change the length and alinement are met in the track, both in the
early life of the track and at later dates when time and traf&c may have had opportunity
to show their effects. In these observational tests, stress measurements have been made
South End Distance in Rail Lengths from SoiAh End North End
0 10 ZO 30 40 50 GO 70 80 90 100 110 120 130
-'?^S-20^ 5-43 ^
^1
Fig. 1.
-Change in Length in Terms of Stress Base 53° Fahr.
Bessemer & Lake Erie Railroad.
Welded Length 1.0 Mile-
on the web of the rail in July and in February, at an early morning hour or in a cloudy
time, and at the warmest part of the day. Accurate measurements of the temperature
of the rail along the track have been taken at the same time by means of an open-
ended thermocouple and portable potentiometer. The accuracy of the stress and strain
deductions from the observed measurements has been guarded by the use of a compen-
sating reference bar or comparator as well as by comparison with an invar bar and un-
stressed pieces of rail. The observations have been reduced by temperature corrections
of gage readings and made comparable for both strains and stresses.
In Fig. 1 are plotted the changes in length observed along the mile stretch of the
welded GEO track of the Bessemer and Lake Erie Railroad near Pittsburgh, Pennsyl-
674
Discussion Stresses in Railroad Track
675
vania, for two representative series in summer and two in winter. Position along the
stretch is shown in terms of rail lengths of 39 feet each. The rail temperatures along the
track for the series were 108° to 118°, 59° to 60°, 26° to 33°, and 13° to 19° Fahr. As the
changes in length in the rail from one temperature to another are quite minute, the unit
changes (inches per inch) have been translated into equivalent stress per square inch in
steel — that is, the stress which would be developed in the rail if an external force had
produced the change in length without any change in temperature. The observations
before sunrise on a day in July with a rail temperature of 53° Fahr. were taken as the
base or zero line for the diagram. It will be seen that throughout the intermediate part
of the welded stretch (about nine-tenths of the mile) very little change occurred — only
small local changes — the rail has been held closely to one length through all these varia-
Soufh End Distance m Rail Lengths from South End
0 € 20 30 '^ 50 C^ 10 80 90 la
, r^^.
North End
■) no 1^0 130
^^ S-43 ^ ■
Fig, 2.
-Temperature Stresses in Rail Base 53° Fahr. Welded Length 1.0 Mile-
Bessemer & Lake Erie Railroad.
tions in temperature. As the differences are generally small, not all the points for the
four series are plotted on the diagram. For the end portions of both rails and for both
the summer and the winter tests the rails have changed length through an average dis-
tance of about seven rail lengths. This change in length uicreases rather regularly from
the points at the end of the intermediate portion (which may be thought of as the point
of fixation) to the end of the welded stretch, showing lengthening in summer and short-
ening in winter. The data indicate that the magnitude of the wmter and summer tem-
peratures has not affected the length of track over which expansion or contraction takes
676 Discussion Stresses in Railroad Track
place in each end portion, and that the long intermediate portion remained practically
fixed in position with the various changes in temperature at the time the observations
were made.
In Fig. 2 are recorded the stresses developed in the rail throughout its length based
on the rail temperature and strain gauge reading at time of observation as compared
with strain gage readings at a base temperature of 53° Fahr., which were taken before
sunrise last summer with temperature conditions very uniform over the whole stretch.
For the summer observations, at a temperature averaging say 113° Fahr., the relative
stresses along the intermediate nine-tenths of a mile average about 12,000 lb. per sq. in.
compression, and for the winter observation at a temperature of about 16° Fahr. the
relative stresses averaged somewhat less than 8,000 lb. per sq. in. tension, both values
being compared with the readings at S3° Fahr. referred to above. If the reference line
were placed at 63° Fahr. (the temperature at which the rails were originally fastened in
the track), the corresponding compressive stress for the summer test would be approxi-
mately 10,000 lb. per sq. in. and for the winter test a tensile stress of approximately
10,000 lb. per sq. in. For the higher summer temperatures and the lower winter tem-
peratures (relative to those observed), the stresses may be expected to increase in pro-
portion to the increase in change of temperature from the 63° Fahr. base. The end
portions show a tapering off of stress over the distance of say seven rail lengths to noth-
ing at the end for the winter tests, and for the summer tests tapering off in seven rail
lengths to 2,000 to 6,000 lb. per sq. in. at the joint connecting the welded stretch to the
regular track beyond, a compression probably transmitted through the joint.
The data given in Fig. 1 and 2 indicate that the magnitude of the winter and summer
temperatures does not particularly affect the length of track over which expansion or
contraction takes place at each of the end portions. The central part of the track has
remained practically fixed in position since the summer readings. The changes in length
and in stress over the end portions of about seven rail lengths are fairly regular, though
of course there are changes in position from time to time at the extreme ends of the
welded rail. The length of these end portions giving anchorage to the intermediate
portions and the stresses set up in the intermediate portions correspond to an average
anchorage or restraint of about 600 lb. per tie per rail for the temperatures of 113°
Fahr. and 16° Fahr., as counted from a laying temperature of 63° Fahr. If the anchor-
ing length remains fairly constant for temperatures outside the range observed, the cor-
responding anchorage force would be proportionally greater than 600 lb. It may be
added that no indication was observable of any movement between the ballast and ties
one way or the other at the times of the tests, nor of any particular change in length of
the anchorage developed. It is not known, of course, what the ultimate shearing strength
of the ballast bed may be. The track seems to have kept close to an elastic condition
of restraint.
The welded rail of the Delaware and Hudson Railroad at Schenectady, New York,
under observation (.85 mile in length) was found to have held approximately to the
positions assumed after the readjustment in the fall of 1935 except for the usual tem-
perature expansion or contraction at the end portions that occurs with every change of
temperature. The readjustment referred to took place after a break occurred in the in-
sulated joint at one rail end in November 1935. At that time the three remaining joints
at the two ends were also loosened and slightly longer rails inserted at those places.
Probably the readjustment, which was a contraction of about 13^ or 2 inches at the
ends, diminishing to zero at about 20 rail lengths, has put this track in a stable condition.
The Albany tests of this winter have not been worked up, but this track has been
found to be quite stable and fixed, especially after the two breaks were welded soon after
Discussion Stresses in Railroad Track
677
the summer tests of 1935. The periodical movements at the south end are somewhat
larger than have been found in other stretches, due probably to the large temperature
variations caused by the shade from the overhead bridges near that end.
The correctness of the comparisons that may be made between various series of tests
on the welded track taken at different times with a wide range of temperature is de-
pendent upon the accuracy of the comparisons which have to be made with standard
reference bars during the time of the tests, for even the strain gage with parts made
of invar changes length with change in temperature. For this use a compensating refer-
ence bar or comparator was devised, which has proved to be practically invariable in
length over the atmospheric ranges of temperature. In Fig. 3 the points along the orig-
inal zero line show the observed changes in the compensating reference bar with a 10
inch reference length over a range of temperature from — 20° to 132° Fahr. The points
0012
I
I
■0004
-0012
-40
Fig.
■20
KfO
0 20 40 C>0 30
Temperature- of Bar in Degrees F
3. — Change in Length of 10 inches Compensated Standard Bar
Rail Steel and Invar with Temperature Change.
120
140
plotted as open circles represent readings taken under stable or constant conditions; the
closed circles represent readings taken as the temperature was rising from — 20° Fahr.
to room temperature; and the crosses are from the calibration taken after six months
use of the bar. The variations from constant length in this compensating reference bar
are less than the errors of reading. By contrast the steeply sloping line represents the
changes that would have taken place in a piece of rail steel for the same temperatures,
and the less steeply sloping line represents changes in a piece of invar of the same con-
stant as the invar used in the construction of the compensating reference bar. This com-
pensating reference bar has been a great convenience in decreasing labor in the reduction
of test values and has contributed materially to the accuracy of the results.
From time to time work has been done in developing methods and instruments for
the study of the amount and location of the wear and other irregularities in worn rail
joints. Preliminary laboratory and field tests and observations have been made at va-
678
Discussion Stresses in Railroad Track
rious times when opportunity offered. One aspect of these tests was the selection of
worn joints in the track and measurement of various stresses and deflections and move-
ments as the inner bolts were tightened and loosened.
An annoying problem of maintenance of worn joints is caused by the dipping of the
rail ends as wear occurs and bolts are tightened. The track may be raised and tamped
but the dip at the rail ends increases; it seems probable that tightening the bolts moves
the lower fishing surface of the bar upward on the sloping surface of the rail base and
thus pulls the rail ends down. In Fig. 4 the dipping of the rail ends of 14 worn angle
bar joints in track as measured when the inner bolts were tightened are plotted against
the inward lateral deflection of the bar occurring at the same time (average deflection
of two bars of a joint). This lateral deflection of the bars would be approximately
proportional to the pull of the bolts. The bars are 24 inches long and their deflection
was taken at the mid-point of a 24-inch chord. The trend of the magnitude of the dip
is proportional to the amount of the lateral deflection of the bars and thus roughly pro-
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Fig. 4.— Dipping of Rail Ends Due to the Application of Bolt Tension to 24-inch
Worn Angle Bars. Deflections are for the Mid-point of 24-inch Chord.
portional to the magnitude of the bolt pull. The lateral deflections referred to are
measured from the loosened and unstressed position of the bars. It wUl be seen that the
rail ends deflected downward as much as .04 inch in a 24-inch chord. Tamping of track
will not maintain the surface of the joint under such circumstances.
Tightening the inner bolts in worn bars also develops lateral bending stresses in the
bars. In Fig. S are plotted the stresses developed in the flange of the angle bar at mid-
length in the same 14 joints in track, as measured when the bolts were tightened, plot-
ted against the inward deflection of the bar measured at the mid-point of a 24-inch
chord located about the mid-height of the bar. The lateral deflection used is the total
deflection from the position of the chord on the loosened bar. The upper group of
points on the diagram are for bars worn each way from the rail ends as shown by the
Discussion Stresses in Railroad Track
679
OZ 04 OG OS 10
Lateral Deflection of Angle Bar in Inches
Fig. 5. — Stress and Lateral Deflection of 24-inch Worn Angle Bars
Due to Bolt Tension Chord Length 23 inches.
680
Discussion Stresses in Railroad Track.
insertion of thickness gauges; the lower group have wear only one way from a rail end
and thus the bar can be deflected but little by tightening bolts. These stresses are gen-
erally compressive and range up to more than 60,000 lb. per sq. in. for a lateral deflec-
tion of .09 in. Plotted separately in Fig. 6 are the stresses at three points of the sec-
tion, A and B on the head of the bar and C on the edge of the flange for the same 14
joints. The solid black denotes the stress in the bar as the joint was found in track,
and the open part denotes the additional stress produced by tightening the inner bolts;
the bars were finally loosened and strain readings taken as a base for determining
stresses for both original condition in track and tightened condition. It will be seen that
for the highly stressed bars the tightening added 30 to SO per cent to the original or
initial stress. In Fig. 6 there is also given beside the stress line for point C a diagonally
shaded line which represents the inward lateral deflection of the bar for tightened con-
dition of the joint. The values of stresses and deflections given in Fig. 6 are averages
for the two bars of a joint. As the stresses measured are generally compressive, the bar
probably bends about an axis approaching the vertical, and evidently high tensile
stresses occur on the inner flanges of a bar and these will add to whatever tensile bend-
ing stresses are produced by the wheel loads.
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Fig. 6. — Stresses in Worn 24-inch Angle Bars Due to Tightening of Bolts-
Original Condition and Inner Bolts Wrenched Very Tight.
f
Discussion Stresses in Railroad Track 681
These joints were on 100-lb. rail of substantial double track in good condition of
maintenance, carrying heavy and fast trains. Although the angle bars were heat treated,
many of the joints would be called badly worn, as is indicated by the fact that, some of
them were deflected inwardly nearly .10 inch from their loosened condition. Longitudi-
nal profiles of the top fishing surface in some cases showed wear at the middle of the
top fishing surface as much as .05 and .06 in., besides the wear of the fishing surface of
the rail. Such wear is a source of large stresses and deflections in the joint bars when
the bolts are tightened in an endeavor to bring the track to surface and eliminate loose-
ness in the joints, and tightening bolts in obviously not effective in producing a smooth
joint.
This is all the incidental information that is ready for presentation. Plans for the
work of the coming year are progressing satisfactorily.
DISCUSSION ON SIGNALS AND INTERLOCKING
(For Report, see pp. 205-213)
Mr! C. H. Tillett (Canadian National) :— The report will be found on page 205 of
Bulletin 390. It consists of reports on: Developments in railway signaling (Appendix
A), and the principal current activities of the Signal Section, AAR, (Appendix B).
Appendix A covers the first assignment. Mr. Post is Chairman, and I will ask him
to present that section of the report.
Mr. W. M. Post (Pennsylvania) : — The assignment is Developments in Railway
Signaling. We present a report on Roller Bearings for Switches. The picture of the
roller bearing for switches is found in Fig. 1 on page 206.
The recent trend toward the use of heavier track, rails and longer switches has re-
sulted in the introduction of a simple anti-friction device which road tests show re-
quires approximately 60 per cent less power for the operation of the switches than for
those not so equipped. The device provides for the support of practically the entire
weight of the switch on roller bearings, while in transit. However, when a train travels
over a switch equipped with this device, the switch is supported by tie plates in the
usual manner. It utilizes a multi-leaf cantilever spring secured to the stock rail which
engages with the roller mounted in a bracket bolted to the switch rail. The spring is so
proportioned as to provide a yielding support for practically the entire weight of the
switch rails which rest on the roller bearings.
Referring to the picture, please note the roller bearing bolted to the switch point
between the ties. Under the roller is shown one of the leaf springs, something like the
leaf springs of an automobile, only the springs are very much heavier. The roller rolls
on top of the spring while the switch is being thrown and does not slide on the switch
plate. There are three leaves in the springs made of spring steel 3,i in. by 3 in., but
only one is shown. They are fastened to a bracket which is bolted to the stock rail,
which is not shown. It is designed so that the leaf springs exert an upward pressure,
so as to nearly lift the switch point. Sometimes there is a slight clearance between the
switch plate and the switch point. Of course, when the weight of a train is on the
switch points, the leaf springs are slightly depressed, and the weight is carried on the
tie plates.
The use of roller bearings eliminates the necessity for oiling switches except to pre-
vent rust on switch plates, as practically the entire weight of the switch rail is on the
roller bearings.
The device has undergone actual road service for more than a year, during which
period it has given satisfaction on both manual and power-operated switches and is
especially advantageous when used in connection with centralized traffic control instal-
lations and on remote control and spring switches.
We also present a report on Dragging Equipment Detectors. A picture is shown
in Fig. 2 on page 206.
Occasionally a freight train accident occurs on interlocked switches caused by a
broken arch bar on a truck of a freight car. When an arch bar breaks, the column bolt
and broken part of arch bar drops below the top of and outside of the rail and may
ride for a considerable distance without damage, but when it reaches a switch rail, it will
turn the truck and derail the car causing the following cars to derail, resulting in much
damage to train, tracks and interlocking. Similarly, broken brake rigging and other de-
fective equipment of a train may drag, resulting in derailments and consequent damage.
A device known as a "Dragging Equipment Detector" has recently been developed
to prevent these derailments. This device is a cast iron loop and is located both sides
682
Discussion 683
of each rail, just below the top in the path of broken arch bars and dragging equipment.
They are attached to posts placed about three feet in the ballast.
These cast iron loops are connected with the wayside signal circuits and with the
cab signal circuits in cab signal territory in such a manner that, when broken by drag-
ging equipment, the wayside signals and the cab signals change so as to show the en-
gineman he must stop as soon as possible, consistent with safety, and train must be
inspected.
Installations of these detecting devices, while in service only a short time, have
performed satisfactorily.
The cast iron loops are all alike and are interchangeable, four of them being re-
quired for each track. Referring to the one mounted on the post at the left. A wire
is connected to the bottom of each side of the loop device on the post. A signal circuit
enters the cast iron loop, at the left, goes through the loop and out the other side, then
passes in like manner through each of the other loops.
When a cast iron loop is broken, the circuit, is broken, and signals ahead of the train
show the engineman he must stop. The cast iron loops are hollow so if a broken de-
tector should get under the wheel of the train, it would crush. These are used approach-
ing interlockings on the Pennsylvania Railroad and are located at least braking distance
from the home signal at the interlocking, and are also located the length of the longest
train plus about 1,000 feet from the home interlocked signal.
We are also presenting a short report on page 207, which is in line with reports
that have been presented for several years by this Committee. The title of this report
is Increased Efficiency Secured in Railway Operation by Signal Indications in Lieu of
Train Orders and Time-Table Superiority. This report is for the purpose of bringing
up to date statistics presented in other reports.
Please note summary on page 209. We have included this year the mileage of
double or more tracks where trains are moved by signal indication in lieu of train orders
and time table superiority, advantage being taken of Standard Code Rule D-2S1 which
reads as follows:
"On portions of the road so specified on the time-table, trains will run with the cur-
rent of traffic by block signals whose indications will supersede time-table superiority."
You will note that there are over 10,000 road miles and nearly 25,000 track miles
where trains are operated under Rule D-2S1, in automatic signal territory.
We are also presenting a report on Automatic Train Control and Cab Signals found
on page 208. You will note in that report that the total mileage of automatic train
control and cab signals is a little over 10,000 road miles and 20,000 track miles. The
total number of locomotives now equipped is a little over 9,000.
You will notice on page 209 a list of locomotives given on five railroads, which are
equipped to run over territories having two kinds of automatic train control and cab
signals.
The Pennsylvania Railroad is now installing cab signals between Philadelphia and
Harrisburg, Pennsylvania, and when this work is completed, this railroad will have cab
signals from New York, Washington and Atlantic City to Pittsburgh; New York to
Washington; and Pittsburgh to Indianapolis.
Near the top of page 209 you will note a summary of automatic cab signal instal-
lations. There are 3,849 road miles, and 7,789 track miles, and 4,595 locomotives equip-
ped for cab signal operation.
In that summary there is shown the number of road miles and track miles, without
automatic train control and with automatic wayside signals, with automatic train con-
684 Signals and Interlocking
trol and automatic wayside signals, and with automatic train control and without auto-
matic wayside signals.
On the assignment, the principal current activities of the Signal Section, AAR, by
Synopsis, supplemented with list and references by number of adopted specifications, de-
signs and principles of signaling practice, we have given our usual list of current activi-
ties of the Signal Section together with Specifications Revised, Drawings Revised,
Requisites Revised, Instructions Revised, Revised Miscellaneous Matter, New Specifica-
tions, New Drawings, and so forth.
There are three or four items I would like to comment on briefly. On page 211,
under Current Activities of the Signal Section, Cost of stopping trains: This report is
a study to determine cost of stopping electric trains by measuring the kilowatt hours
used in accelerating from start to various speeds, both passenger and freight trains on
several electrified roads. The actual energy consumed in bringing a train from stop to
certain speeds represents approximately the energy dissipated in bringing a train from
these speeds to stop. From an extensive study made by one railroad, it has been de-
termined that, with electrical energy at one cent per kilowatt hour at the locomotive,
and with coal at $4 per ton on the tender, the cost per stop for steam or electric loco-
motive is approximately the same.
The study found the cost of energy per stop with the electric locomotives to be
$1.44 and with steam locomotives of the same train, 2S00 tons, speed 20 miles per hour,
to be $1.59.
Noting the fourth item, Comparative frequency and cost of accidents before and
after the installation of automatic block signals: This study was made on the Denver
and Rio Grande Western Railroad between Pueblo, Colorado and Midvale, Utah, a dis-
tance of 615 miles. The study covers two four-year periods. There were 63 accidents
during the four-year period, before the signals were installed, which should have been
prevented had there been automatic signals. During the second period of four years, or
after the automatic signals were installed, there were 6 accidents, which should have been
prevented by automatic signals, but were not, but there was a reduction from 63, before
the automatic signals, to 6 after the automatic signals were in service.
Referring to item (6) Additions to Chapter III — Principles and Economic Phase of
Signaling, American Railway Signaling Principles and Practices. Committee V — Signal
Section has worked for several years on pamphlets describing signaling. Twenty-one
chapters have already been issued.
As an illustration, there are chapters on Batteries, Direct Current Track Relays,
Transformers, Alternating Current Circuits, Semaphore Signals, Light Signals, Mechani-
cal and Electromechanical Interlocking, Electropneumatic Interlocking, Highway Crossing
Protection, and several other subjects.
Anyone wishing to study signaling could do no better than to obtain these chapters
from Mr. R. H. C. Balliet, Secretary of the Signal Section, 30 Vesey Street, New York.
Some young men entering railroad service may ask where a book describing signals can
be obtained. I would suggest that you recommend that they obtain these chapters
which, in my opinion, are the best and most reliable description of signaling apparatus
and signal systems available.
Further down on the Hst you will notice an item, Protection against lightning. This
is a short report of the performance of a new lightning protective installation for signal
power lines on the Pennsylvania Railroad. Those interested in lightning protection will
find this report very interesting.
Then further down there is an item. Signaling for high-speed trains for both light
and heavy equipment, giving consideration to spacing of signals for train operation on
Discussion 685
grades, curves and tangent tracks. This is a very short progress report which states
several methods for increasing the approach warning for stop signals, with the advent
of higher speeds and heavier trains, it is necessary to provide more warning for a train
to stop when a stop signal is displayed. One method is respacing or relocating the
signals; another, take out every other signal; another, increase the number of restric-
tive indications, that is, increase the number of approach-warning signals when a signal
ahead is at stop.
Ml of these reports are presented as information. That concludes our report.
The President: — ^As the report of this Committee is presented as information, no
formal action will be taken. The Committee is dismissed with the thanks of the
Association (Applause.)
DISCUSSION ON RECORDS AND ACCOUNTS
(For Report, see pp. S2S-S76)
Mr. C. C. Haire (Illinois Central) :— The report of the Committee on Records and
Accounts appears on page 525, Bulletin 393. This year the Committee presents reports
covering eight subjects. These reports come under six general subdivisions which reflect
the scope of work of the Committee on Records and Accounts.
The first of our subjects will be presented by Mr. Stroebel, Chairman of the Sub-
Committee on Revision of Manual.
Mr. H. J. Stroebel (Erie) : — The report of the Sub-Committee on Revision of Man-
ual will be found on page 526 of Bulletin 393.
The principal function of the Committee this year was to collaborate in the revision
of the looseleaf Manual, and to continue studies as to need of revising certain material
now published in the Manual but which requires changes to meet modem conditions.
The Committee has, however, undertaken the revision of the progress profile that
first appeared in the Manual some years ago. The revision was needed to revise the
drafting symbols and to indicate practices now used under present-day conditions. The
Committee therefore submits a revised progress profile as Exhibit 1, with the recommen-
dation that it be included in the Manual.
I move that this be substituted for the progress profile now in the Manual.
The President: — It has been moved and seconded that our Manual be revised by the
substitution of this progress profile appearing on page 527. Are you ready for the
question ?
(The question was called for, put to a vote and carried.)
Chairman C. C. Haire: — The second subject of the Committee is on page 526 and is
Bibliography on subjects pertaining to Records and Accounts. This is an annual report
that the Committee makes, and I will not take up the time of the convention to explain
it in detail. There is just one item that might be of interest. It is a review of the book
by Dean Marston on "Engineering Valuation." We have devoted a couple of pages to
that. It may be well worth-while reading to see what is in this book.
The third subject is another addition to our report on Office and Drafting Room
Practice. I wish to call your attention to the material being developed concurrently
with the American Standards Association. It might be said that our work is the same
except that it is being modified for railway use. Mr. Avery, Chairman of the Sub-
Committee, will present the report.
Mr. D. L. Avery (Chesapeake & Ohio): — The report of Committee (B-1), Office and
Drafting Room Practice, appears in Vol. 393, pages 530-552 inclusive. First I would like
to call your attention to several omissions.
686 Records and Accounts
On page 543, the page should be 13, at the top of the right-hand corner of the sheet.
On page 548, asterisk followed by note reading: "Not a province" should appear
at the bottom of the sheet.
On page 549, an asterisk followed by a note reading: "Page 428, Tracy" should
appear at the bottom of the sheet.
The text of the report is found on page 530 and reads as follows:
"In 1932 the ASA formed the two Committees Z-14 and Z-IS covering 'Graphic
Symbols' and 'Drawing and Drafting Room Practice.' These two subjects were also
assigned to this Committee of the AREA and its Chairman was made AAR representa-
tive on ASA Committees.
"After much study a complete revision of previous Graphic symbols was made. This
study was presented to the Association and was subsequently approved. (See Vol. 35,
pages 583 to 602, incl.).
"The first work on the assignment 'Drawing and Drafting Room Practice' was pre-
sented to the Association in Bulletin 373, Vol. 36. It consisted of seven plates of ma-
terial covering the subject. This was offered as information.
"The following year the Committee presented fifteen plates of material in Bulletin
384, Vol. 37. This consisted of a revision to the previous year's work and eight addi-
tional plates. The work was offered as information.
"This year the Committee has reviewed its previous work and has prepared eight
additional plates. The report now consists of twenty-three plates.
"The Committee presents the following plates as information:
Plate 13 — Drawing Nomenclature
Plate 14 — Drawing Nomenclature
Plate IS — Drawing Nomenclature
Plate 19 — Materials-Abbreviations (continued)
Plate 20 — Methods of Designating: Taper-Batter-Cant-Slope-Incline and Grade
Plate 21— Welding Symbols
Plate 22— Conventional Welding Symbols for Butt Welds
Plate 23— Conventional Welding Symbols for Fillet Welds
"Action Recommended
"The Committee offers for approval and publication in the Manual the following
plates:
Plate 1 — Sizes of Sheets for Engineering Drawings, Forms and Charts
Plate 2 — Sizes of Sheets for Engineering Drawings, Forms and Charts (continued)
Plate 3 — Arrangement of Views
Plate 4 — Arrangement of Views (continued)
Plate 5 — Arrangement of Views (continued)
Plate 6 — Sectional Views
Plate 7 — Sectional Views (continued)
Plate 8— Typical Titles
Plate 9— Lettering
Plate 10 — Mapping — Modern Roman Style Lettering
Plate 11 — Lines and Line Work
Plate 12 — Standard Office Practice (revised)
Plate 16 — Abbreviations
Plate 17 — Abbreviations (continued)
Plate 18 — Materials-Gages-Bolts-Nuts-Rivets"
I move that this portion of the report be adopted, that is, the plates enumerated
under Action Recommended.
The President: — Gentlemen, you have heard the action recommended, that the plates
on page 531, under the heading "Action Recommended" be approved for inclusion in
the Manual. Are you ready for the question? AH in favor say "aye"; contrary. It is
carried.
Chairman C. C. Haire: — Our next report covers the recommended practices to be
followed with respect to maintenance of way accounts and statistical requirements. This
report is another series of progress reports on the subject. The forms presented this year
Discussion 687
is another step toward ultimately completing the program laid out three or four years
ago. The Sub-Committee report will be presented by Mr. W. F. Cummings, Chairman
of the Sub-Committee.
Mr. W. F. Cummings (Boston & Maine): — The report of Sub-Committee (C-1) of
Committee XI is shown on page SS3 of Bulletin 393. Inadvertently, the forms referred
to in the report were omitted. A sheet has been prepared which will be inserted between
pages SS2 and 553 and will be in the Proceedings. If anyone cares to have one at this
time, Mr. Fritch has copies.
This Committee has had this same assignment for a number of years and has pre-
pared and presented a number of forms with the expectation that ultimately a complete
set of forms will be available which will provide all of the necessary accounting and
statistical requirements in connection with maintenance of way work.
This year the Committee submits three additional forms to those already submitted.
The report is offered as information, and the Committee asks that it be so received.
Chairman C. C. Haire: — The next report to be submitted is Appendix E, page 554,
under the heading Construction Reports and Records. Last year the Committee under-
took to open up this subject and presented its first report of a series to be followed for
several years to come.
It is the Committee's idea that this type of reports and records is what a railway
requires for its corporate purposes, or what would ordinarily be required for purposes of
the engineering department.
Due to the absence of Mr. .'\nderson. Chairman of the Sub-Committee, I will pre-
sent the report.
On page 554, the Committee, in a general way, attempted to outline the objective
of this type of study. The first section. Outline of Subjects and Records for Study and
Report by the Committee shows twenty different items. It is the intention to investi-
gate each one of these subjects and render further reports, if it is felt necessary.
The second section of the Committee's report, Bridge Records, is a continuation of
last year's report. A brief comment is made at the conclusion in connection with the
numbering of bridges.
The third section is a comment in connection with Building Records. The Com-
mittee has studied a number of various kinds of building records but is not ready to rec-
ommend anything definite.
Under Section 4, the report on 555, Forms for the Manual, is shown ten different
forms that have appeared in the Proceedings some years ago, principally in 1928. These
particular forms belong under the caption "Construction Reports and Records" and we
believe should now be recommended for the Manual. They are marked Exhibits 5, 7.
IS, 24, 25, 26, 27, 28, 30 and 31.
It was our intention to recommend all these forms to the Manual but there may
be some question. Those two forms covering rail changes may belong to the Rail Com-
mittee. In discussion with some of the members of that Committee, they raised that
point. This Committee is now willing to withdraw its recommendation if the Rail Com-
mittee so feels and offer these forms for their use. However, we do wish to recommend
the other eight forms for inclusion in the Manual.
The President: — Form No. 5 is questioned?
Chairman C. C. Haire: — The ones we are willing to eliminate, are the ones marked
"Record of Rail in Track by Miles" and "Record of Heat Number of Rails in Track,"
Exhibits 30 and 31. If the Rail Committee feels they should have these two forms in
their section of the Manual, we are willing to turn over this material to them. There-
688 Records and Accounts
fore, there will be eight forms, the eight forms shown on page 555, eliminating these two
in connection with rail.
The President: — It is your recommendation that the Rail Committee present those
two forms for inclusion in their work?
Chairman C. C. Haire: — The question has been raised by members of the Rail Com-
mittee, and I am just making the point, that if they feel they wish to have these two
forms, we are willing to surrender them.
The President: — Are there any members of the Rail Committee present?
Chairman C. C. Haire: — If not, we will be glad to hold on to them.
Mr. A. F. Blaess (Illinois Central) : — It has merely been suggested they might prop-
erly fall in with the Rail Committee report. We have not had an opportunity to study
them. I do not know whether that Committee has collaborated with the Rail Committee
or not. If so, we would agree to accept it and go on. If they have not, I think there
should be collaboration between the two Committees.
Chairman Haire: — There has been no collaboration.
The President: — I would suggest that the Committee omit these two forms for pres-
entation at this time, either collaborate with the Rail Committee during the year, or, if
they so desire, if it is agreeable, that they turn it over to them. This Committee is now
presenting the forms shown on page 555, Nos. 5, 7, 15, 24, 25, 26, 21 and 28 for adoption
and inclusion in the Manual. Do I hear a motion to that effect?
Chairman Haire: — I so move.
(The motion was regularly seconded.)
The President: — It has been moved and seconded that such forms be included in the
Manual. Are you ready for the question?
(The question was called for, put to a vote and carried.)
Mr. H. C. Crowell (Pennsylvania) : — In the interest of brevity, I would like to
make a suggestion on Exhibits 30 and 31. Regardless of what Committee may handle
those forms, these two forms appear to be nothing but ruled lines and column headings.
Would it not be possible to include them and possibly some others on a single page in
the Manual, possibly indicating a break and, by dimension, the length of the form, if
that is desired?
Chairman C. C. Haire:— I think that could be done, Mr. Crowell. We will take that
under consideration, if we are instructed to collaborate with the Rail Committee in the
preparation of these forms.
Our next subject appears on page 568, and is what we call our valuation subject, one
that has been with us for a good many years but there are always new developments.
Last year a plan of cooperation was worked out with the Association of American
Railroads. I am happy to say it is going along very smoothly.
Mr. Knowles, who is Chairman of the Sub-Committee, will tell you about that.
Mr. C. A. Knowles (Chesapeake & Ohio): — The plan of cooperation with the valu-
ation staff of the Finance, Accounting, Taxation and Valuation Department of the Asso-
ciation of American Railroads, which was put into effect last year has been continued
during the past year. As a result of that cooperative work, certain simplified practices
in valuation matters have been developed, and also a report has been prepared showing
the status of valuation activities.
Those simplified practices and the report were presented in a circular issued by
Mr. E. H. Bunnell, Vice-President of the Association of American Railroads, and dis-
tributed to carrier members of that Association under date of December 29. A copy
of that circular is included in the report of the Committee.
Discussion 689
Attention is directed to the reductions which have been secured in Valuation Orders
14 and 19 prescribed by the Interstate Commerce Commission. Orders 14 and 19 relate
to the purchases of materials by carriers and are required to be returned yearly. These
reductions are briefly mentioned on page 575 of the Bulletin, wherein it is stated that in
due course instructions will be issued by the Bureau of Valuation as to the method of
preparation of returns under the simplifications which have been secured.
Since the Committee report was prepared, the Bureau has issued those instructions
under date of December 30.
Through an error in printing Bulletin 393, a copy of the original draft of Mr.
Bunnell's circular is included instead of the circular as finally issued. Although the dis-
crepancies in text between the original draft and the final circular are rather numerous,
they are not consequential, with the possible exception that on page 570, in the sixth line,
it is stated: "Inventories have been completed through 1932 or later on 80 Class I
roads." That should be 90 Class I roads.
In the seventh line, the mileage, 70,721 miles should be 101,000 miles.
The Sub-Committee recommends that the report be received as information, with
the understanding that, when printed in the Proceedings, a true copy of Mr. Bunnell's
circular be included instead of the copy which is now shown in Bulletin 393.
The President: — Such receipt will be made of the Committee's report and notation
accordingly.
Chairman C. C. Haire: — On page 575 is the report of the Sub-Committee handling
the depreciation subject. As most of you know, the Depreciation Order of the Com-
mission, Docket No. 15100 is almost a dead issue, and the Committee has not found it
necessary or expedient to publish a detailed report, although Mr. Hande, Chairman of
the Sub-Committee, as I have informed the Association before, has performed a tre-
mendous amount of work but for various reasons it has been withheld. There is no
particular reason to publish it at this time. The Committee is inclined to feel that this
subject should probably be temporarily dropped. We are making that recommendation
to the Committee on Outline of Work. It can be resurrected, if circumstances require.
The report is offered as information.
The President: — It will be so received, Mr. Haire.
Chairman C. C. Haire: — The last subject of the Committee is Appendix H, page 576.
It will be presented by Mr. Barnhart, Chairman of the Sub-Committee.
Mr. S. H. Barnhart (Norfolk & Western) : — This short report of progress of this
Committee is found on page 576 of Bulletin 393. The Committee makes no definite
recommendation or report on any specific item, but the Committee has been active and
they have worked with several of these other Sub-Committees.
We have worked out a scheme to work with the personnel of the AAR, so that, as
these matters come along where there is duplication, and there is a possibility of avoid-
ing it, we shall work with the personnel of the AAR in an effort to avoid such
duplication.
The Committee recommends that the subject be continued.
Chairman C. C. Haire: — There is one other subject to which I might call the atten-
tion of the Association, which this Committee was assigned, on the revision of the ac-
counting classification. Merely as a matter of record, I wish to say there has not been
any revision of the accounting classification this year. Consequently, there is nothing
to report. However, there are several important rulings of the Bureau of Accounts of
the Commission, in which men engaged in valuation work, or engineers in general, are
probably interested.
690 Records and Accounts
Without reading a memorandum I have before me, I a?k permission to have this
included in the Proceedings, describing several cases. I merely wish them in the Pro-
ceedings to have them convenient as a matter of record. These are several pages giving
some detail. I will not take up the time of the convention to read the memorandum.
Memorandum
The Committee has submitted no formal report this year, but believes it appropriate
that attention be called to several rulings of the Bureau of Accounts which have a de-
cided effect upon the maintenance of property records. The rulings referred to are
known as Cases A-94, A-109, A-110, and A-IU.
Briefly stated, the requirements and purposes of these cases are as follows:
Case A-94. This provides that the cost of property heretofore carried in Account
IS — Crossings and Signs, which was cancelled effective January 1, 1936, may be dis-
tributed to the accounts to which physical property heretofore included in Account IS —
Crossings and Signs, is now charged under the effective classification. Under such a
distribution, the cost of crossing protection facilities, such as crossing flasher lights,
crossing gates, crossing signals, etc. is tranf erred to Account 27 — Signals and Interlockers.
The cost of private roadways across the carrier's tracks is transferred to Account 2^/ —
Other Right-of-Way Expenditures. The cost of constructing highway crossings below
grade (exclusive of bridge structure), crossing at grade and above grade is transferred
to Account 39 — -Public Improvements— Construction.
An option is given to the carrier of retaining in Account IS — Crossings and Signs,
the balance in that account as of December 31, 1935 and making credits for transporta-
tion property retired to that account. This has the effect of eventually clearing this
account of all expense, except the cost of the facilities which are now properly includible
in Account 2J^— -Other Right-of-Way Expenditures, and Account 39 — Public Improve-
ments— Construction .
Cases A-109, A-110 and A-111. The provisions of these interpretations are quite
similar and provide for the continuance in the Investment account of the cost of non-
transportation facilities which are replaced at the expense of governmental authority,
such as overhead highway bridges, undergrade crossings, and certain features of highway
crossings at grade. For instance, if the carrier originally constructed, at its own expense,
an overhead highway crossing, and a new crossing is constructed at the expense of some
governmental body, the railway company is permitted to continue in its Investment Ac-
count the original cost of its overhead crossing.
The importance of these three rulings lies in the fact that they do not provide for
the continued co-ordination of the carrier's Investment Account with the Record of
Property Changes.
The members of the Association should also be interested in the further ruling
known as Case A- 13 — Revised, which applies to the accounting for industry tracks.
Case A-13 — Revised. It has heretofore been the practice of many carriers to charge
to their Investment Account the cost of industry tracks constructed, at the expense of
the industry, on property to which the carrier holds indefeasible title. The provisions
of this ruling reverse the provisons of the old ruling numbered "Case A-13" under which
the practice mentioned above was sanctioned, and prohibits the carrier from including
in its Investment Account the cost of such industry tracks whenever the industry retains
an equity in the salvage value of the material. The importance of this ruling lies in the
fact that there will be many tracks constructed on carrier's right-of-way which will not
be included in the Investment Account, and consequently not reported in the valuation
record.
The Bureau of Statistics promulgated an order effective January 1, 1936, which was
intended to materially simplify the distribution of maintenance expense between freight
and passenger service.
It has heretofore been the requirement that the maintenance expense in yards where
switch engines are maintained should be currently distributed in the accounts in order
that this maintenance expense, at least, might be definitely assigned to either freight or
passenger service as the case might be. Under the plan mentioned, the Commission agrees
to accept a distribution of maintenance expense on the basis of the formula for equated
track mileage proposed page 862 of the A.R.E.A. Proceedings of 1933, wherein equation
factors are applied to the mileage of the several classes of tracks, and the maintenance
expense distributed on the basis of equated track mileage.
Discussion 691
The President: — They will be included in the Proceedings with your Committee's
report.
Chairman Haire:— That concludes the report of the Committee.
The President: — Gentlemen, I suppose modesty forbids this Committee to praise
itself, but there was a rather important meeting of this Committee held in Boston last
August, at which Mr. E. H. Bunnell, Vice-President of the Department of Finance, Ac-
counting, Taxation and Valuation Department of the Association of American Railroads,
was present.
Some of you gentlemen are probably aware of what you might call friction between
our Association and the Railway Accounting Officers Association. That is being ironed
out very nicely, I think, to the satisfaction of all concerned.
Mr. Bunnell stated that, henceforth, as it was viewed by him, this Committee was
one of the active organizations with which he could confer that he would look to the
Committee to cooperate with his department both as regards valuation subjects and to
present the engineering viewpoint with respect to accounting and other subjects in which
that department is interested; also that the functions of the former Committee on Val-
uation of Railway Accounting Officers .Association would be assumed by Committee XI —
Records and Accounts.
I think it is well that the Proceedings show this information although it is contained
in the Secretary's report immediately following discussions incident to this report. I
think it is most encouraging to have a step of this sort made in recognizing this Asso-
cation through one of its Committees.
The Committee is dismissed with the thanks of the .Association (Applause.)
DISCUSSION ON ECONOMICS OF RAILWAY OPERATION
(For Report, see pp. 381-419)
Mr. M. F. Mannion (Bessemer & Lake Erie) : — The report of Committee XXI will
be found on pages 381 to 419 inclusive of Bulletin 392. The Committee reports progress
on five subjects Nos. (1), (4), (5), (8) and (10).
Considerable work has been done by the various Sub-Committees on these assign-
ments, and it is hoped that some of the Sub-Committees will have a report on their
assignments ne.xt year.
Reports are submitted on four subjects, namely (2), (3), (6) and (7). The report
of Sub-Committee (2) is shown as Appendix A, pages 382 to 389 inclusive, in
Bulletin 392.
Previously this Sub-Committee presented a report on the economies resulting from
an actual coordination project. That report, the Committee felt, was a good example
of what can be accomplished when the parties involved find themselves in a position to
share the costs and realize the economies on a basis equitable to all concerned and mu-
tually profitable. However, the Committee realized that the facilities involved in the
previous report were small, that the project was very simple, and that in larger and more
involved coordination studies there would be many additional obstacles to overcome.
Therefore, this year the Committee, in its report, attempts to outline and briefly com-
ment on the obstacles to be overcome, the economic justification of the project, and also
to set up principles that will aid in arriving at an agreement between the parties in-
volved as to the division of costs and the economies resulting from any coordination.
On page 382 there is listed under three groups typical obstacles to a coordination
project. The selection of facilities and operating methods should be readily subject
692 Economics of Railway Operation
of solution. The method of operation should not be governed entirely by the lowest
possible operating cost, but should be such that the traffic of no party will suffer due to
infrequency of service.
On page 383 are shown under the headings A, B and C, the items to be included in
the statement of estimated savings.
At the top of page 384 are listed five objectives which if attained will overcome
the obstacles to coordination and equitably apportion the resulting economies.
Starting on page 384 and continuing to page 389 are listed principles which should
apply in preparing agreements covering coordination projects.
The basic idea underlying these principles is the equal division of the net economies.
These principles are divided into two groups: first those governing trackage rights
agreements; second, those governing joint ownership agreements.
In preparing these principles, it was not the intent that coordination agreements
must necessarily follow standard joint facility accounting. It was felt, however, that
adherence to these principles in estimating costs and savings would automatically and
correctly reflect the equal apportionment of costs and savings, and the agreement could
be simplified.
The second subject is (3). The report will be presented by Mr. Howe, Chairman of
the Sub-Committee.
Mr. C. H. R. Howe (Chesapeake & Ohio) : — The Committee desires to give further
consideration to this report. For this reason, I move that it be withheld from publica-
tion in the Proceedings.
The President: — The Committee have moved that the matter appearing in Appen-
dix B be withheld from publication in the Proceedings as part of this Committee's report.
(The question was called for, put to a vote and carried.)
Mr. Arthur Ridgway (Denver & Rio Grande Western): — I would like to call the
attention of the Committee to the insert statement which I assume they will revise be-
fore it is published in the Proceedings. Column 3 with three other columns is grouped
under this heading: "Gross Ton Miles 41,624,974 For Year 1929." The freight expense
on those 41,000,000 gross ton miles is $72,000,000, which is obviously incorrect. The
average cost per 1000 gross ton miles of freight service (cents), Column 4, is obviously
dollars. When they are all added up, all of those cents columns are added up, the re-
sults are used as dollars. For example, in Columns 13 and 14, just with a plain sum-
mation of cents, as the column is headed, a dollar sign is applied to the sum. The 41,-
000,000 gross ton miles is really 41,000,000,000, or is in units of 1,000, but it is not so
stated. All of the other cents columns are actually dollars instead of cents.
The President: — Are there any other comments on this report that the Committee
might desire to consider?
Vice-Chairman M. F. Mannion: — The report on subject (6), in the absence of Mr.
Fairweather, Chairman of the Sub-Committee, will be presented by Mr. Farrin.
Mr. J. M. Farrin (Illinois Central) : — The report of this Sub-Committee will be
found under Appendix C, page 403 of Bulletin 392, This report illustrates a method by
which a moderate change in traffic density can be resolved into its effect upon the
operating ratio of the railroad.
The report consists of two charts. The first chart correlates percentage change in
tralffic density to the percentage change in operating expenses for any increase in traffic
density from 1 per cent to 30 per cent and for all cases of initial traffic density from
light to very heavy. The report cites an example to illustrate how the charts are to be
used, shown on page 404.
Discussion 693
After having arrived at the percentage change and operating expense which the
first chart shown on page 407 illustrates, then you take that result and enter it on the
chart shown on page 408. The example shows how these two charts, in the various
lines on same, are to be used in arriving at what will be the final operating ratio for
these small changes in traffic.
In addition to the example, there is also an addenda on page 405 which shows how
these charts are to be constructed and the distance apart the various lines horizontally
are from each other and also their relative vertical position. So it is just a question of
thoroughly studying the subject matter as given on these pages and then one is able
immediately, by the use of these charts, to determine what the final operating ratio
should be on the same railroad corresponding to changes in traffic density.
As I understand it, these charts cannot be used to compare different railroads but
always for the same railroad.
Vice-Chairman M. F. Mannion: — The last subject to be reported on this year by
the Committee is shown as Appendix D, and the report will be presented by Mr. Van
Atta, Chairman of the Sub-Committee.
Mr. R. E. Van Atta (Kansas City Southern): — The subject assigned to this Com-
mittee is Train Resistance as Affected By Weight of Rail. The report appears in Bul-
letin 392, pages 409 to 419 inclusive.
The Committee feels that the discussion and the method of approach are rather
self-evident, and it is hardly necessary to read the whole report. We will confine our
time to reading the conclusions. However, before doing that, I want to say that, owing
to a little misunderstanding preliminary to printing of the Bulletin, a few typographical
errors have appeared which can, of course, and will be corrected before the final print-
ing. Several of these are of little consequence but there are two or three which would
have a bearing on the use of the formula shown.
One of these is on page 411 in pargaraph 11, in which the factor "u", modulus of
elasticity of rail support is shown in "pounds per inch." This should read "pounds per
inch per inch," which gives it a somewhat different meaning.
Also paragraph 13 on page 411, second line of the formula showing the value of Yo,
the root in the denominator of the fraction is shown as 4 before the radical and this
figure should be over the radical, making it the fourth root of the symbols below.
Also, on page 411, paragraph 13, in the last formula in the third from the last line
a decimal point has been omitted. It should be before the figure making it read .0114.
The conclusions arrived at are shown on page 413 and are to this effect:
a. "Neither train resistance nor internal stress in rail is affected by weight of rail
except as weight is used to modify the moment of inertia (or stiffness)' of the rail
section."
b. "The effect on train resistance of the head bearing surface of a rail is negligible
after the head surface is worn to fit the average worn contour of wheels."
c. "The quality of rail and joint maintenance as affecting train resistance may be
disregarded, upon the assumption that over a period of time the average maintenance
conditions would be the same for any two or more rail sections under consideration."
d. "The effect of weight of rail on train resistance is in turn modified by wheel
loads and spacing of the wheels."
"The method used in preparing the attached charts may be considered as a guide
in approaching the problem of 'Train Resistance as Affected by Weights of Rail,' and the
curves shown on Chart 10 may be used directly or interpolated for conditions coming
within their scope and for the typical wheel spacing used."
694 Economics of Railway Operation
I should state that to this report are appended nine charts which show the method
of arriving at the conclusions, and Chart 10 may be used directly for consideration of
individual problems on any particular railroad.
I might say that the Committee has received too late for handling by correspond-
ence a comment from one of the Association members, Mr. F. W. Gardiner of the Inter-
borough Rapid Transit Company, questioning one part of our first conclusion as to the
statement that "internal stress in rail is not affected by the weight." He quotes a
formula derived from Timoshenko's "Applied Elasticity" to show that the stress is in-
versely proportional to the weight. However, that conclusion is based on the use of
geometrically similar sections.
Of course, in receiving this assignment, it was assumed by the Committee that the
reference to "weight of rail" referred to more or less conventional sections, but at the
same time, in order to be accurate, I might cite an example as to why we have stated
it as we have and is to this effect: For a ridiculous comparison you might take a sec-
tion of steel rail of a certain moment of inertia, certain weight and duplicate that section
in some other material, of a different weight but still the same moment of inertia. So it
is evident in that case that the weight would not affect the train resistance, which is due,
so far as the rail itself is concerned, to the flexure of the rail.
Also, another comparison could be made between a conventional section of rail with
a rail of the same weight but taller, what might be called a girder section, in which the
taller rail of the same weight would have greater stiffness, have a higher degree of stiff-
ness and, therefore, less flexure and less resistance to movement of a wheel.
But there are so many other factors that enter into the choice of rail, aside from
its effect on train resistance, that, in the final result, that one factor assumes a position
of minor importance, and for that reason we have stated our conclusions as we have.
It is suggested that this report be received as information and the subject be
discontinued.
The President: — The subject will be so received. As to the recommendation of its
being discontinued, consideration will be given by the Committee on Outline of Work at
their various conferences.
Dr. A. N. Talbot (University of Illinois) : — I have not had the opportunity to read
this carefully. I have thought, however, that not full enough attention was given in this
matter of train resistance, not only to the spacing of the wheels but to the stiffness of
the substructure. I can see that we get with any grouping of wheels, a certain degree of
stiffness, and beyond that the matter of train resistance is not affected, particularly. For
real light rail, and for the very fact it is not stiff, lighter ballasting, the effect m'ght be
considerably more.
I believe that, while it is all right to discontinue this for the present, there should
be further study made as soon as possible of more information that might tend to modify
some of these conclusions.
The President: — Mr. Mannion, in view of Dr. Talbot's comments, would you care to
reconsider your recommendation that this matter be dropped?
Vice-Chairman M. F. Mannion: — I think the Committee should reconsider it. We
will continue jt. We will be glad to do whatever the Board wishes.
The President:— I think that decision can be reached in your conference with the
Committee on Outline of Work.
Vice-Chairman M. F. Mannion: — That concludes the report of the Committee.
The President: — The Committee is excused with the thanks of the Association
(Applause.)
DISCUSSION ON MAINTENANCE OF WAY
WORK EQUIPMENT
(For Report, see pp. 115-135)
Mr. C. R. Knowles (Illinois Central) : — The report of Committee XXVII appears
on page 115 of Bulletin 389. Your Committee is reporting on five of the subjects as-
signed. With your permission, I will deliver the reports for the Sub-Committee Chairmen.
The report on Electric Tie Tampers contains certain information in regard to the
various types of electric tie tampers, including vibrating, direct blow, magnetic and the
electric-pneumatic tampers.
This report includes a description of the various tools and the methods of operation.
I would like to call particular attention to Conclusion 4 which refers to the difference
of opinion among maintenance officials on methods of handling, and call particular atten-
tion to the importance of studying the various methods of tamping.
This report is presented as information.
The President: — It will be so received, Mr. Knowles.
Chairman C. R. Knowles: — The report of Committee (S) is under Appendix B, on
page 120 and relates to crawler-type tractors. It deals specifically with the develop-
ment of Diesel-powered tractors which, while not of recent development, have become
of more importance in recent years. This report is submitted as information.
The President: — Mr. Knowles, are there any items in these reports that you wish
to call to the attention of the convention?
Chairman C. R. Knowles: — I do not think so. As I say. I will try to bring out the
high points.
The President: — It is barely possible that these reports are not read in detail, and
they might get the high lights if you point them out. That is your province, however.
Chairman C. R. Knowles: — So far as this question is concerned, we bring out the
matter of the great increase in the use of Diesel motors in various industries. The
Diesel motor has not been used to any great extent on work equipment in railway
service.
Diesel-powered tractors have been used extensively in logging operations, also in
levee work. However, the principal drawback in railway service has been the fact that
up to recent years Diesel engines were not available except in the larger sizes, and, for
the most part, on railroads the tractor equipment consists of, perhaps 20, 25 and 30
horsepower units, though one of the recent developments is the manufacture and con-
struction of a Diesel engine, I think of 35 horsepower, which is the smallest Diesel motor
manufactured for use with tractors.
The President: — Mr. Knowles, this appendix indicates the advantage of the Diesel
engine and calls attention to the facts that should be considered before the purchase.
Does the Committee have any information as to the relative cost of maintenance between
a Diesel and gasoUne engine for this purpose.
Chairman C. R. Knowles: — As a rule, the Diesel engine requires slightly more main-
tenance than a gasoline engine. There is no particular skill required in the maintenance
of the Diesel motor over the gasoline motor, but because of the nature of the machine
there is naturally more maintenance required. I think that is pointed out in the report.
The statement is made: "While the Die el is more economical in certain respects, it
is felt a note of warning should be sounded agiinst accepting the superiority of the
Diesel in all cases or without careful investigation."
695
696 Maintenance of Way Work Equipment
An important question is, how much the machine is going to be used. If it is going
to be used only two or three days out of a month, there is no advantage, and the addi-
tional cost of maintenance may offset any advantages that may accrue through the eco-
nomical fuel cost. This report is presented as information.
The report of Sub-Committee (8) on Machines for Laying Rail and Their Auxiliary
Equipment appears on page 122. This report describes in considerable detail the various
tools used in rail laying, for examples, track wrenches, rail drills, rail bonding drills,
wood boring machines, screw spike drivers, GEO drills, spike pullers, spike drivers, rivet
busters, spike setting and driving machines, air compressors, cranes, adzing machines,
power unit spike pullers, power rail drills, power unit track wrenches, power track
(wrench) machines, power tie borers and other miscellaneous equipment used in rail
laying.
The Committee, in collaboration with Committee XXII, has also prepared a de-
tailed report on a specific rail laying program, laying about 25 miles of rail, which illus-
trated somewhat in detail the organization and method of using the equipment men-
tioned in this report. That portion of the report will be presented by Committee XXII.
Mr. C. W. Baldridge (Santa Fe) : — I do not know whether it is within our province
to reject this or not. On page 127 of the Committee's report, they mention under Power
Track Wrenches, the third paragraph: "Power connection is through a disc clutch of
40 horsepower capacity, used to measure the bolt tension through a graduated dynamo-
meter arm."
I have found in service that the wrench does not measure bolt tension. It is the
torsion effect that is measured. I have seen bolts twisted off without their coming tight
against the angle bar. It is the torsion effect that is measured in that case, and not the
bolt tension. Unfortunately, we have no real means of determining bolt tension by the
wrench.
Chairman C. R, Knowles: — I think you are quite correct in that, Mr. Baldridge,
and it will be changed.
This report, also, is presented as information.
The report of Committee (9) on Track Welding Equipment deals with the develop-
ment of a new type of welding machine which is abstracted from the report of the Elec-
trical Committee, which deals with the machine in question in more detail. This partic-
ular machine has not been fully developed, but the description is presented as informa-
tion as to recent developments in welding equipment. This report also is presented as
information.
Under Appendix E on page 131, Sub-Committee (10) reports on Power Bolt Tight-
eners, in which it endeavors to bring up to date available information on power
wrenches of various types. I would like to call particular attention to the closing con-
clusion on page 133, calling attention to the fact that wrenches which best combine
lightness, speed, power, simplicity and sturdy construction are most desirable. Sufficient
power should be available to break bolts where nut is frozen to the extent that it cannot
be removed.
That is the point Mr. Baldridge had in mind. The report closes with an Outline
of Complete Field of Work of the Committee on page 133, which is also presented as
information.
The President: — The Committee will be dismissed with the thanks of the Association.
It has presented considerable valuable data on the subject of maintenance of way tools
(Applause.)
DISCUSSION ON ECONOMICS OF RAILWAY LABOR
(For Report, see pp. 355-380)
Mr. F. S. Schwinn (Missouri Pacij5c) : — The report of Committee XXII — Economics
of Railway Labor will be found in Bulletin 391, page 355. Two of the assigned sub-
jects are completed, and, as a result of considerable study and research, several informa-
tive progress reports are included.
For subject (1) Revision of Manual; subject (3) Economics of methods of weed
killing; subject (5) Out-of-face renewal of track in view of the increasing life of basic
units of track construction, and subject (8) Effects of recent developments in mainte-
nance of way practices on gang organization, we report progress in study. Some infor-
mation has been gathered, but it is not sufficient for presentation at this time.
For subject (9) Comparative costs of maintaining track on various kinds of ballast,
we present a brief statement of progress, while for subject (11)' Rules and Organization,
we have no report to offer as the subject was withdrawn.
Subject (2) Analysis of operations of railways that have made marked progress in
the reduction of labor required in maintenance of way work, was undertaken during
the past year by a Sub-Committee of which Mr. H. A. Cassil is Chairman. The study
has developed some very interesting information and includes a valuable lesson.
The Committee is greatly indebted to the management and the officers of the Nor-
folk & Western Railway for the many courtesies extended in facilitating this study. I
wUl ask Mr. Cassil to please present this report.
Mr. H. A. Cassil (Pere Marquette): — The report of Sub-Committee (2) commences
on page 356 of Bulletin 391, and I believe the title is explanatory of what work the
Committee must undertake. The road selected for study last year was the Norfolk &
Western. It was found that for many years the Norfolk & Western recognized the
economy resulting from improvement of its roadbed and track structure and has con-
sistently followed the policy of investing a liberal share of its earnings in such improve-
ments. After the relinquishment of Federal control in 1920, this poUcy called for ex-
penditures for maintenance of way and structures which increased to a maximum of
$16,413,152 in 1926. In that year the operating revenues also reached a peak of $120,-
409,038. These expenditures made possible a reduction of maintenance of way and
structures expense in the succeeding years. In 1929 such expense had fallen to $14,-
838,067, although revenues were almost as great as in 1926.
However, the reduction in the labor portion of this expense was proportionately
greater than the total reduction. In 1927 it was found that labor expense could be
somewhat reduced and in 1928 very marked reduction was possible. Some further re-
ductions were made in 1929 and 1930, and, as a result of the improvements made up to
that time, the drastic reduction in revenues which occurred in succeeding years could
be met by an even greater proportionate reduction in the maintenance of way and
structures expenses.
The Committee felt that the information secured from the Norfolk & Western could
be shown very well by charts, and a number of charts were prepared and printed in the
Bulletin. I call particular attention to the reduction in man-hours that took place in
the years 1923-1929 as well as the twelve-year period from 1923-1935.
During the period covered by this report there was no substantial change in the
standard of maintenance, nor in the extent of using labor-saving machinery or other
factors affecting the methods of doing the work. The practice of cleaning ballast in-
stead of applying new ballast was introduced and extended; also the practice of yearly
697
698 Economics of Railway Labor
placing a continuous and very considerable section of the road in first-class condition in
all respects, so that it would require the minimum of attention for several years. These
practices resulted in some reduction of labor, but could account for only a small part
of the reduction that was actually attained.
It seems to the Committee that the outstanding value of this study on the Norfolk
& Western is to emphasize the fact that its policy of betterment not only made possible
a reduction of man-hours employed in maintenance work prior to the beginning of the
depression, but also permitted a reduction of maintenance labor during the lean years that
was proportionately greater than reduction in revenues and that this was accomplished
without any lowering of its standards of maintenance.
Our Chairman mentioned the fact that Mr. Wiltsee and his staff have been of great
help to the Committee in general. I would like, also, to say that Mr. Wiltsee was very
helpful to this particular Sub-Committee, cooperating with us in getting these figures
together.
Chairman F. S. Schwinn: — Subject (4) Organization of Forces and Methods of
Performing Maintenance of Way Work. This year's report covers some recent develop-
ments in tie renewal gangs and rail laying gangs. With the report, the Sub-Committee
presents several pertinent conclusions. I will be glad to have Mr. H. E. Kirby, Chair-
man of the Sub-Committee, present this report.
Mr. H. E. Kirby (Chesapeake & Ohio): — This report is published m Bulletin 391,
page 364. The current report covers organization of special tie renewal gangs and rail
laying forces, all of which is simply a continuation of an assignment designed to ulti-
mately cover all the principal maintenance operations. Two tie renewal organizations
are presented: first, what may be termed a small gang, used independently of surfacing
operations. The second is a large force used in intervals, in connection with track sur-
facing. This Sub-Committee has previously given study to the subject of rail laying, and
has presented organizations and time studies for performing such work, employing both
mechanical equipment and manual methods. Complete descriptions of these organiza-
tions may be found under Committee XXII, Appendix A, Vol. 30, and Appendix I,
Vol. 34 of the Association's Proceedings.
Committee XXVII is presenting contemporaneously with this report a description
of equipment used in the laying on one railroad of 126.S miles, 23,718 tons of new rail
in 42 working days.
I wish to call attention to a typographical error at the beginning of paragraph 2 on
page 366 of Bulletin 391, which states "Committee XXII is presenting ... a de-
scription of this equipment." "Committee XXVII" should be substituted for "Com-
mittee XXII."
Committee XXII in the current report gives the organization, sequence of opera-
tions, results, and only such description of this work as is necessary for an understand-
ing of the procedure followed. The report is more or less self-explanatory.
Chairman F. S. Schwinn:— Subject (6) Economies in Labor to be Effected Through
Increased Capital Expenditures has been partially developed by a Sub-Committee of
which Mr. G. M. O'Rourke is Chairman. The Committee hopes the presentation of
this report will interest the members of this Association who may have valuable infor-
mation on the subject that may be incorporated in future reports. I will ask Mr.
O'Rourke to present the report.
Mr. G. M. O'Rourke (Illinois Central): — As a rule, reports are submitted to the
Association as progress or complete for Manual inclusion. This report is not one of
progress or Manual material. We have made very unsuccessful efforts to .=;ecure infor-
mation on the assignment and appeal to you for assistance. Every source of informa-
Discussion 699
tion we know anything about has been dug into. The management of Railway Age and
Railway Engineering and Maintenance assigned an editor the task of searching the files
of those publications. Nothing of any value was found.
In carrying on the investigation, the assistance of Dr. Julius H. Parmelee, Director,
Bureau of Railway Economics, was sought and his reply, in part, is quoted below:
'In preparing this bibliography, our library found it difficult to secure material that
was definitive, particularly with respect to earlier years. Our Ubrary staff suggests that
your Committee has an opportunity to go more deeply into this subject, and make a
general study that will be a landmark for future students of the subject."
I call your attention to the second paragraph at the top of page 373:
"To establish the economies in labor to be effected through increased capital ex-
penditures, a check must be made of the savings of typical projects after they, have been
completed for a sufficient length of time, or savings realized from expenditures for labor-
saving machinery, and the facts given the Committee.
"The Committee has found it very difficult to secure facts. Estimates of saving
are often based upon the logical reasoning of experienced Engineers in the preparation
of apphcation for authority for capital expenditures, lacking facts fixing definitely the
costs and the resulting savings to be secured.
"To continue consideration of the subject will require that the railroads develop a
great deal of information which is not now available and offer it to the Committee."
Chairman F. S. Schwinn: — Subject (7) Economies in Track Labor to be Effected in
the Maintenance of Joints by Welding in the Use of Reformed Bars has been under in-
vestigation by Mr. W. H. Vance's Sub-Committee. The Committee here again is hope-
ful the presentation of the report will result in securing sufficient additional information
upon which to base definite conclusions. In the absence of Mr. Vance, Mr. Chinn will
please present the report.
Mr. Armstrong Chinn (Altonj : — Twenty-four railroads have contributed much val-
uable information to your Committee, covering: Cost of building up rail ends; efficient
organizations for welding gangs; cost of reforming and applying joint bars; cost of ap-
plying joint shims; conditions under which rail joints should be built up; reformed bars
should be used; shims should be used; or the use of either reformed bars or shims should
be combined with the work of building up rail ends.
The importance and advantage of doing a thorough job in the reconditioning of
rail joints.
Extended life of rail resulting from building up rail ends or applying reformed bars.
Only one of the 24 railroads referred to seems to have kept records in a form from
which can be determined the difference in cost of maintaining joints before and after
building up or using reformed bars. On this railroad the saving ranged from 50 to 78
per cent. All except two of the others reported that a definite saving in labor in joint
maintenance resulted from building up rail ends and the use of reformed bars and joint
shims. These reports showed estimated savings ranging from 20 to 95 per cent, depend-
ing upon the condition of the joints prior to building up, or the application of reformed
bars or joint shims.
"Conclusions. — Few time distribution reports or other records are kept in such a
manner that authentic figures can be developed to show the difference in the cost of
maintaining joints prior to and subsequent to building up rail ends or using reformed
bars.
"It is beheved that a fairly accurate, if not an equally good figure of the saving can
be obtained from Division Engineers, Roadmasters, Track Supervisors and Section Fore-
men, who are familiar with actual track conditions.
700 Economics of Railway Labor
"Having on hand a very limited number of estimates, and fewer authentic figures
from records of actual performance, the Committee is not yet in a position to determine
the specific economy in track labor to be effected in maintenance of joints by welding
and the use of reformed bars."
The Committee will much appreciate any of the members sending in information on
this subject so that accurate figures may be developed.
Chairman F. S. Schwinn:— Subject (10) The EflFect of Higher Speeds on the Labor
Cost of Track Maintenance is reported upon by Mr. Elmer T. Howson's Sub-Committee.
The conclusions presented with the report should be particularly helpful. In conjunc-
tion with the study, the Committee had the advantage of securing first-hand information
while making trips on the Milwaukee "Hiawatha," the Burlington "Zephyr" and the
Northwestern "400." It is greatly indebted to the management and officers for the
courtesies extended. I will be glad to have Mr. Howson present this report.
Mr. Elmer T. Howson (Railway Age) : — The Committee feels that this topic is of
particularly timely interest to the members of this Association, for passenger trains are
being operated today at sustained speeds that would have been considered impossible as
recently as five years ago, while locomotives and cars of new designs have been intro-
duced which had not even been thought of at that recent date.
As these trains have grown in popularity, competition has forced other roads to meet
the shortened schedules upon which they are operated. This has been done (1) with
trains of similar type, (2) with trains of standard locomotives and cars, and (3) with
locomotives of modified design, including streamlined cars basically of standard con-
struction, but lighter in weight, while one road is operating a high-speed electrified
service.
An immediate result of the shortened schedules of these so-called super-speed trains
has been an insistent demand from the public for an increase in the speed of other pEis-
senger trains, with the further result that passenger schedules all over the country have
been shortened, in some instances as much as 25 per cent. Coincident with these in-
creases in the speed of passenger trains, there has been a corresponding increase in the
speed of freight trains, many of which are now being operated on schedules which only a
few years ago were considered "tight" for passenger trains.
In undertaking its studies, it was obvious to the Committee that before it could
arrive at the effect of these higher speeds on the labor cost of track maintenance, it
would first be necessary to determine the effect of these speeds on track. Accordingly, in
carrying out its assignment, the Committee has made definite studies on a number of
roads which are operating high-speed trains, with the view of determining the effect on
track of the newer light-weight, high-speed trains of both the Diesel and steam types,
of the increased speed of passenger trains made up of standard equipment and of freight
trains running on shortened schedules.
The Committee has supplemented these first-hand studies with information obtained
through a questionnaire addressed to chief engineers and engineers maintenance of way
of roads which are operating trains at speeds much higher than were formerly considered
normal. To arrive at a basis for comparing present labor costs for track maintenance
with the costs under lower speeds, an investigation was made to ascertain how much
speeds have been increased. This varies somewhat between roads and is influenced by
differences in operating conditions on different sections of individual roads. As men-
tioned, however, existing passenger schedules have been shortened variously up to 25
per cent, while the newer trains are being operated on schedules that are as much as
30 to 40 per cent shorter than those of the previously fastest trains. Likewise, freight
Discussion 701
service has been speeded up almost universally, and not a few of these trains are now
running at speeds from SO to 100 per cent higher than formerly.
As the Chairman has said, the Committee has made definite studies on a num-
ber of roads and has also gone out on three of these railroads to study the effects of the
high-speed train operation on those roads. It has supplemented these first-hand studies
with information secured through correspondence, on other roads on which schedules
have been materially shortened.
These higher speeds have brought about no fundamental change in the form of
track construction and there is little indication as yet that the present design of track
is inadequate for the maximum speeds at which the fastest trains are now being operated,
although in some instances it has been found desirable to strengthen some of the details
by applying ballast and filling out slack places in the ballast, by laying heavier rail and
by lengthening turnouts.
Higher speeds call essentially for greater refinement in line and surface than can
usually be justified for ordinary speeds. They also call for revisions in curve practices,
that is, for adjustments in superelevation and the length of spirals and for greater uniform-
ity in superelevation. For these reasons, prior to the inauguration of high-speed service,
most roads find it necessary to do considerable preparatory work in the way of surfacing
and lining tangents as well as curves.
Higher speeds have made it essential to raise the standard of track maintenance with
respect to line and surface, and this applies with particular emphasis to curves and their
spirals, since relatively small defects which would be scarcely noticed at ordinary speeds
may result in considerable discomfort to passengers as speeds are increased.
One of the serious obstacles to sustained high speed is the placing of slow orders
by the maintenance forces. For this reason, it has become necessary on those roads
having high-speed service to revise their methods of doing work to eliminate slow orders
or to reduce them to the absolute minimum.
It is generally recognized that higher speeds increase the piecemeal destruction of
track which occurs constantly at all speeds. Particular attention was directed, there-
fore, to the effect of the higher speeds on the rate of this destruction and to whether
any distinction can be made between the various types of equipment running at these
higher speeds. Because of their hghter weight and absence of reciprocating parts, the
Diesel powered trains are only slightly more destructive to track when running at maxi-
mum speed than when running at moderate speeds.
Steam locomotives designed especially for high-speed passenger service, with well-
distributed loads and proper counterbalance, also have little damaging effect on track,
certainly not more than standard passenger locomotives at ordinary speeds. When it
comes to freight locomotives, however, the situation is different. Few locomotives in
freight service today are designed for the speeds at which many of them are being oper-
ated. The result is that they knock the track out of line and, in extreme cases, bend
the rail, thus adding materially to the labor requirements for maintenance. Even where
passenger locomotives of the usual design are run at the higher speeds, their effect is
noticeable immediately in increased labor for track maintenance.
Among the factors that decrease the amount of labor required for maintenance of
track designed to carry these higher speed trains is the fact that, by increasing the
weight of rail, by bringing tie conditions to a higher standard, by applying ballast and
installing double-shoulder tie plates, by putting in longer turnouts and by making sim-
ilar improvements in track construction which tend to increase the strength of the track
structure, the effect is to decrease the amount of routine maintenance and, therefore, the
labor cost of maintenance and, therefore, the labor cost of maintenance.
702 Economics of Railway Labor
As a further, though temporary, factor affecting the labor cost of track mainte-
nance, most roads that are operating high-speed trains did considerable preparatory
work in advance of their initial runs. On the other hand, the necessity for greater re-
finement in line and surface for the higher speeds obviously increases the amount of
labor needed to maintain the higher standard of smooth riding.
The Committee presents the following conclusions which are found at the bottom
of page 377:
"1. Developments in the new field of higher speeds are making necessary higher
standards and greater refinement in track maintenance, including uniformity in curve
elevation.
"2. An initial expenditure, varying in magnitude for individual people, may be nec-
essary to attain the higher standards demanded.
"3. Diesel power units, steam locomotives designed for high speed, which have
proper load distribution and counterbalancing, and light-weight passenger cars, when
operated at high speeds, are no more destructive to track than the usual type of pas-
senger locomotives and cars when operated at ordinary speeds. However, ordinary
passenger locomotives and cars are more destructive when operated at high speeds than
when operated at ordinary speeds.
"4. At speeds higher than those for which they were designed, freight locomotives
are highly destructive to track, while loaded freight cars moving on fast schedules also
create considerable damage.
"S. Higher standards and greater refinements in maintenance increase the labor
cost of track maintenance, possibly as much as 10 per cent. No further increase is re-
quired where light-weight equipment and specially designed locomotives are operated,
but labor costs may be increased somewhat more than this amount where standard
equipment is operated at high speed. Because of the greater damage created by freight
equipment, labor costs for track maintenance may be increased by as much as 25 to 50
per cent, depending on the number of such trains, the speeds at which they are operated
and the design of the locomotives."
The Committee recommends that this report be accepted as information and that
the subject be discontinued until such time as further data are available.
The President: — It will be so received, Mr. Howson.
Chairman F. S. Schwinn: — Subject (12) Outline of Complete Field of Work of the
Committee was undertaken by a Sub-Committee comprising the several Chairmen of
Sub-Committees. An extensive outline has been prepared and is presented in Appendix
G on page 378 of Bulletin 391.
Your Committee considers this outline as inclusive of every possible subject coming
within the Committee's scope of investigation and it combines future work with past
accomplishment. I recommend the acceptance of the outline as presented.
The President: — That will be developed, Mr. Schwinn, with the Committee on Out-
line of Work.
I think it is quite interesting to note how the Committees have fallen in line in
developing the complete outline of work for their subjects in hand. I think it is ma-
terially improving the studies and reports. The Committee is excused with the thanks
of the Association (Applause.)
DISCUSSION ON TIES
(For Report, see pp. 513-523)
Mr. John Foley (Pennsylvania) : — -You will iind the report of the Committee on
Ties in Bulletin 393, page 513.
There are no proposals for the revision of the Manual. There is nothing to report
on subjects (5), (7) and (9) beyond progress in their study.
The statement on subject (3) Substitutes for Wood Ties, is confined to the data in
Appendix B submitted by Chief Engineer Arthur Montzheimer, regarding the completed
test of the Bates ties by the Elgin, Joliet & Eastern Railway. It is submitted as
information.
The statistics on subject (4), Tie renewal averages and costs, were published in
Bulletin 386 last June, and that data are submitted as information.
The report on subject (2) will be presented by the Chairman of the Sub-Committee,
Mr. Clarke.
Mr. H. R. Clarke (Burlington) :— The report of the Committee on this assignment,
that is. Extent of Adherence to Standard Specifications, is found on page 514 of
Bulletin 393.
The observations made this year were not as extensive as some made in former
years, but in general the specifications were fairly well adhered to where observations
were made, better in the larger sizes than in the smaller sizes of ties.
The Committee wishes to again stress the opinion expressed in the last paragraph
of this report, that is, the greatest ultimate economy in the use of ties is obtained by
adhering to the standard specifications at all times, and that the best interests of both
producer and consumer are served by so doing.
In the past few months there has been a decided change in conditions in the pro-
ducing area. The demands for ties has greatly increased, and there is a possibility that,
in the effort to secure ties needed, some roads may be tempted to lower their standards
of inspection.
The Committee feels that this would be detrimental both to the tie producers and
the railroads, and we urge that all roads closely adhere to the AREA specifications.
Chairman John Foley: — The report on subject (6) will be presented by the Chair-
man of the Sub-Committee, Mr. Duncan.
Mr. H. R. Duncan (Burlington) : — The report of Committee (6) will be found on
page 516 of Bulletin 393.
This assignment contemplates assembling data developed by several committees and
adopted as recommended practice by the Association, together with other information,
for ready reference as approved procedure in handling ties from the time they are man-
ufactured to their installation in track.
Rules which are applicable to all conditions and result in most economical prac-
tice under varying traffic, climate and timber supply are not practicable.
The following subjects are discussed, not in the order of their relative importance
but more in the sequence in which the particular problem presents itself from the time
the tie is manufactured until it is used.
703
^04 Ties
Chairman John Foley: — The report on subject (8), Effect of Different Kinds of
Ballast on Life of Ties, will be presented by the Chairman of the Sub Committee,
Mr. Bolin.
Mr. W. C. Bolin (Baltimore & Ohio Chicago Terminal) :— The report of the Sub-
Committee is found on page 521 of Bulletin 393, Effect of Different Kinds of Ballast
on Life of Ties.
This subject was assigned to Committee II — Ballast in 1932 and reported by them
in Vol. 34, pages 528 and 529 of the Proceedings. It was assigned to Committee Ill-
Ties in 1935.
In the assignment to the Committee of this subject, we found it difficult to develop
any positive facts relative to the subject, due to the fact that records as kept on rail-
roads do not go into the necessary refinement, and to develop the facts would require
carefully kept records over a long period. Judgment based on experience is what we
have to depend upon, and the resume of the information collected by the Committee and
the conclusion reached are as follows:
"Chemical. — Apparently no injurious chemicals are present in smelter slag, blast
furnace slag, limestone, trap rock or gravel. Chats contains chemical apparently not in-
jurious to ties, but deterrent to weed growth, which is beneficial rather than harmful
to tie and track conditions. Cinders contain chemicals not destructive to ties, but de-
structive to the cinders, which become foul, provide improper drainage and tend to
cause salt preservatives to leach.
"Physical. — (1) Sharp-edged ballast, such as smelter slag, does wear the surface of
ties, but this abrasion is not a serious matter. All of the mechanical wear that occurs
on the bottom or sides of ties due to the character of the ballast or the surfacing of
track by commonly accepted and approved methods is negligible.
"(2) Ballast which retains moisture induces decay in untreated ties and causes ties
treated with salt preservatives to leach and eventually decay. Centerbound track is
more prevalent, and heaving is aggravated, necessitating excessive tamping, shimming
and spiking, which result in undue mechanical damage to the tie.
"(3) Ballast which cements easily causes centerbound track and water pockets,
and sets up unusual strain in the tie."
Chairman John Foley: — In Appendix E, the Committee has given an Outline of
Complete Field of Work for its activities. This is submitted as information.
The report in Appendix C on subject (6), Best Practice from the Manufacture of
the Tie to Its Installation in Track, contains information that the Committee submits
this year for your consideration with the idea that it will eventually be worked into
material for the Manual. It will be very helpful if you will look at this particular report
carefully during the year and give the Committee the benefit of any suggestions you may
have to offer.
In line with what was said in regard to the adherence to specification, a statement
in this report on the handling of ties needs special emphasis at present, in connection
with the demand for ties. There will be the temptation to treat many of them before
they are ready. It is hoped that there will be provided the necessary resistance to such
bad practice.
The President: — The Committee is excused with the thanks of the Association
(Applause.)
DISCUSSION ON ECONOMICS OF RAILWAY LOCATION
(For Report, see pp. 421-432)
Mr. F. R. Layng (Bessemer & Lake Erie): — In Bulletin 392, page 421, the Com-
mittee reports on one subject, entitled Revision oi the Manual. This subject will be
handled by Mr. E. E. Kimball, Chairman of the Sub-Committee.
Mr. E. E. Kimball (General Electric Company) : — -The report of the Sub-Committee
on Revision of the Manual will be found in Appendix A, pages 421 to 432 inclusive, of
Bulletin 392. The Committee confined its attention to that section of the Manual re-
lating to "Power." This section was one of the first methods developed for estimating
the capacity of steam locomotives for the purpose of comparing the economic value
of various locations of line and grade. Today the problem is more complex than it was
when the method was first developed, because new forms of motive power have come
into use, making it necessary to study the effect of some of the different types of motive
power upon the economic value of various line and grade revisions. For this purpose, it
is important to be able to determine the capacity of the various types of locomotives on
a comparable basis in regard to performance and operating conditions.
Considerable attention is being given to the revision of steam locomotive capacities
by the Mechanical Division and locomotive builders so that this year we have skipped
over the development of steam locomotive capacities and have started with the revision
of the Manual in regard to electric locomotives.
On page 422, in the introduction will be found a few definitions which apply to all
types of locomotives. It is the basis on which we hope to compare steam and oil-
electric and electric locomotives later.
In Exhibit B we call attention to two systems of electrification, direct current and
alternating current, and to four types of electric locomotives, direct current locomotives,
single phase (alternating current) locomotives, split phase induction motor locomotives,
and single phase motor generator locomotives. The last three tjqDes are developed for
alternating current and are referred to as alternating current locomotives.
The basic principles apply to all four types of locomotives but they have inherent
characteristics which are different. On pages 430 to 431 will be seen the typical char-
acteristics of these various types of locomotives.
We briefly call attention to the difference between steam and electric locomotives.
Not having anything in this report about steam locomotives, it is very briefly discussed,
but I think, when the steam locomotive discussion appears, we will not need some of
this that we have got in here, but until we do I think it is well to keep some of this
in mind.
The chief difference between steam and electric locomotives is the electric locomo-
tives receive their power from an outside source so it can be relatively unlimited, whereas
the steam locomotive depends on its boiler capacity and grate capacity.
In regard to the adhesion limits for steam and electric locomotives, we call attention
to the fact that they should be considered the same. One has an advantage in regard
to uniform torque, and the other has the advantage of connected side rods which keep
pairs of wheels from slipping independently of each other.
Attention is called to the wheel arrangement and the method used for designating
the number of drivers. This is different from steam practice because in the case of elec-
tric locomotives it is not always evident which are driving axles and which are not,
whereas with steam locomotives it is easy to distinguish the drivers from the guiding or
TO.";
706 Economics of Railway Location
trailing wheels. For this reason the drivers are designated by a letter, i.e., if there are
four pairs of drivers in a truck the fourth letter in the alphabet (D) is used to indicate
4. Furthermore in the electrical system the number of axles are counted instead of the
number of wheels. Instead of referring to an electric locomotive as a 4-8-4 indicating
4 guiding wheels, 8 driving wheels, and 4 trailing wheels it would be referred to as a
2-D-2 which indicates 2 idle axles in the leading truck, 4 driving axles in the middle
truck and 2 idle axles in the trailing truck.
Reference is made to the horsepower rating of electric locomotives. This is an arbi-
trary rating which is necessary for designing engineers. It has to do with the heating
of the motors. As far as determining the performance of the locomotive is concerned, it
can be neglected.
Three forms are shown for calculating the tractive effort of various types of
locomotives.
I wish to call attention to an error in printing the form for calculating the tractive
effort of direct current locomotives on page 426. Near the bottom of the page the term
"shunted field" is out of place and should appear in the blank space about two-thirds
down the page. If this change is made it will read understandingly. In other words,
shunted field is not a title for the small table at the bottom of the page.
On page 428 there is a form for calculating the characteristics of alternating current
locomotives and another for motor generator locomotives on page 429. In these forms
the locomotive output is given in horsepower and substation output in kilowatts.
The figures on page 430 should be numbered Fig. 1 and Fig. 2 instead of Fig. 1-4.
The one for direct current is Fig. 1 and the one for single-phase alternating current is
Fig. 2.
On page 431, change Fig. 5 to Fig. 3 and Fig. 6 to Fig. 4. On page 432, scratch out
Fig. 7 and make those two figures. Fig. 5 and Fig. 6.
On page 427 change Fig. S beginning the second paragraph to Fig. 3, and begin-
ning the fourth paragraph change Fig. 6 to Fig. 4, and beginning the third from the
last paragraph, change Fig. 7 to Fig. 6. The figure numbers which appear in the text
are correct.
In order to save space, the examples discussed refer to direct and alternating cur-
rent. If deemed advisable, the discussion can be extended to cover induction motor and
motor generator locomotives. The report is submitted as information but in due time
it is intended for the Manual.
The Committee welcomes and will seek oral or written suggestions and criticisms for
guidance in preparing the report for approval and printing in the Manual next year.
The President: — Mr. Kimball, I note the Committee makes some comments on the
designation of the wheel arrangement for electric locomotives. Is that the adopted
practice now?
Mr. E. E. Kimball: — It is adopted practice. I think all the manufacturers are put-
ting it on the name plates of locomotives.
The President: — We will have to count on our fingers just whether the letter in the
alphabet comes fourth, fifth or sixth.
Mr. E. E. Kimball: — It is about the only way that it can be arranged, because we
run into difficulty with the other arrangement, the old steam classification, because you
cannot always tell which are drivers on electric locomotives except by this classification.
The President: — The Committee's report will be received as information.
Chairman F. R. Layng: — It will be recalled that Committee XXI — Economics of Rail-
way Operation withdrew A Sub-Committee report this morning, with your permission.
Reference is made to that on page 421, reading as follows:
Discussion 707
"Committee XXI has outlined an approximate method which is simple and can be
easily applied."
That applies to rising walls. In view of the withdrawal of this information this
morning, I wish to recommend that this sentence be withdrawn from the report of this
Committee.
The President: — We will comply with your recommendation, Mr. Layng.
Chairman Layng: — That is all we have to offer.
The President: — The Committee is excused with the thanks of the Association
(Applause.)
DISCUSSION ON RULES AND ORGANIZATION
(For Report, see pp. 577-589)
Mr. E. H. Barnhart (Baltimore & Ohio) : — You will find the report of this Com-
mittee in Bulletin 393 beginning on page 577. Your Committee was assigned four sub-
jects. Revision of Manual occupied a major portion of the work of the Committee
during the year. The recommendations are outlined in Appendix A and will be pre-
sented by Mr. P. D. Coons, Chairman of the Sub-Committee.
Mr. P. D. Coons (Burlington) : — Appendix A, Revision of Manual, is found on page
577 of Bulletin 393. The rules presented here fall into several groups, and in presenting
them, each group will be mentioned, I will then pause, and if there are no objections,
I will pass on to the following group.
The first two rules, 453 and 454 will be found under the duties of pumpers on page
817 of the 1929 Manual. These rules were revised in collaboration with Committee XIII
— Water Service, Fire Protection and Sanitation.
The President: — Mr. Coons, may I ask a question? Have the Committees with
which you have collaborated, in general, approved of the revision?
Mr. P. D. Coons: — Yes, in each case. We present here no rule that has not received
the approval of the collaborating committee.
The President: — That will assist the convention in taking appropriate action on your
recommendation.
Mr. P. D. Coons: — The next group covers rules 470 to 520. These rules offered for
either elimination, renumbering or revision. The collaborating committee in this case
was the Maintenance of Way Work Equipment Committee.
In the first group of rules under Motor Car Maintainers, we recommend eliminating
the paragraph entirely in regard to motor car maintainers. We found that, by broad-
ening the rules and putting them under Work Equipment Repairmen, it served the same
purpose and eliminated, in some cases, duplicate rules.
The next group covers rules 695 to 719, and the collaborating committee here was
the Committee on Ties.
The next group covers rules 812 to 895. The collaborating committee in this case
was Committee V — Track.
The next group covers rules 1207 to 1214, and the collaborating committee in this
case was Committee VII — Wood Bridges and Trestles.
The last rule, 1299, is merely a renumbering which we found had originally been
numbered in error. It is merely a correction of the number of the rule. There was no
collaborating committee on that particular rule.
I move, Mr. President, the adoption of these revi.«ions for the Manual.
708 Rules and Organization
The President: — Mr. Coons, do we understand that, in addition, these rules have
been approved by the committees that have been affected, that the setup and renumber-
ing have been in accordance with the comments of Mr. Brumley and will really fit in
with the new Manual?
Mr. P. D. Coons: — Yes, sir, that is true. We are presenting later through another
Sub-Committee some additional rules, and the numbering which we make here will fit
in with the new rules which they will present.
The President: — Gentlemen, you have heard the motion of the Committee, which
has been seconded, that these rules be approved for inclusion in the Manual. Are you
ready for the question?
(The question was called for, put to a vote and carried.)
Chairman E. H. Barnhart: — For the past two years the Committee has had under
consideration rules covering the handling of treated ties and timber, in collaboration
with Committees III— Ties, VII— Wood Bridges and Trestles, and XVII— Wood Preser-
vation. In order to avoid duplication, the Committee has revised certain rules which
it had in the Manual, renumbering some under the general subject of ties and wood
bridges, to include the care and handling of treated timber, which revisions you have
just adopted in connection with the revision of the Manual.
The rules now offered in Appendix B are additional rules under these two general
subjects and have to do primarily with the handling and use of treated ties and timber.
The report will be presented by Mr. A. B. Griggs, Chairman of the Sub-Committee.
Mr. A. B. Griggs (Santa Fe): — The report of the Sub-Committee appears in Bul-
letin 393, page 584, under Appendix B. These rules have the approval of the coordinat-
ing committees and are submitted for publication in the Manual. They appear under
two general classifications, the first being Ties, under the subdivision of Storage, rules
693, 694 and 696; under Methods of Renewals, 704, 707, 708, 709, 713 and 714. Rules
for Maintenance of Bridges — Wood Structures, under Timber, 1215, 1216 and 1217.
Mr. H. Austin (Mobile & Ohio) : — As I understand it, these rules are primarily for
the use of handling treated material; timber and piling, along with ties. It seems to me
that the principles are the same, whether it be sawn timber or piling unsawn. However,
under Piling, Rule 1227 specifies: "Piling must be driven to refusal." I do not think
that particularly pertains to the subject, whether it be treated piling or otherwise. It
pertains primarily to pile driving.
Mr. A. B. Griggs: — ^That feature was given consideration by the Committee and
also by the collaborating committee, and, after discussion, we decided to leave that rule
in, notwithstanding it is subject to the conditions that you mentioned, but the collabor-
ating committee approved that as properly being included in this subject.
Mr. H. Austin : — It seems to me it would serve the same purpose to leave out "to
refusal."
Mr. A. B. Griggs: — I would be willing to drop that with the approval of my
Committee.
Chairman E. H. Barnhart: — If Colonel Austill's Committee agrees to that, we are
agreeable to it.
Mr. Austill: — I cannot now speak for the Committee. I am speaking individually.
Mr, A. B. Griggs: — ^We will speak for the Committee.
The President: — Are you presenting these rules for adoption and printing in the
Manual ?
Mr. A. B. Griggs: — ^Yes.
Discussion 709
The President: — It would appear to me that, in rules for maintenance of wood
structures, the words "driven to refusal" is an engineering matter, not a rules matter.
This might imply that only piles driven to refusal should be protected and driven with
as little injury as possible.
Mr. A. B. Griggs:— If that phrase is eliminated, would that meet your idea?
The President:— What does Colonel Austill think?
Mr. H. Austill: — I think by the elimination of the words "to refusal" you would
serve the same purpose, so far as calling attention to the necessity of protection of
treated timber. It should be driven that way, whether it be driven to refusal or not.
Mr. A. B. Griggs: — That is acceptable, if it is acceptable to the Committee on Wood
Bridges. With that understanding, we will make that elimination.
Mr. O. F. Dalstrom (Northwestern) : — Mr. President, I think that this is a ques-
tion which hardly belongs in the place where it has been placed by the Committee. I
concur in Colonel Austill's views that driving piles to refusal is not a question of han-
dling, and I do not believe, without a description of the term, "refusal" as it is here
used, that it would mean the same to different engineers. There are places where it is
impossible to drive piles to refusal because the material into which it is driven will not
stop the piles. We may drive piles to definite resistance, without driving to refusal.
I will make a motion that the report be amended to the extent of eliminating the
last two words "to refusal."
Mr. A. B. Griggs: — We have accepted that.
The President: — Mr. Dalstrom, if it will serve your purpose, the Committee have
agreed to the elimination of those two words. However, if you wish your motion placed
as a matter of record, we will have it passed.
Mr. O. F. Dalstrom: — It will serve the purpose as long as they have accepted it.
The President: — Then you will withdraw your motion?
Mr. O. F. Dalstrom: — I will withdraw it.
Mr. A. B. Griggs: — Mr. Chairman, I move the adoption of these rules as they appear
on pages 584 and the top of page S8S, as recommended practice.
Mr. H. Austill:— Rule 1233, second sentence, reads: "This is not recommended."
If it be a rule, I do not think that is the proper wording.
Mr. A. B. Griggs: — That has reference to the hole in bracing. There is a rule that
takes care of that in another location. It is put there to take care —
Mr. H. Austill: — ^The purpose is all right, but I object to using the word "recom-
mended" in a rule. You should either do it or you do not do it, under the rule.
Mr. A. B. Griggs: — If agreeable, we might eliminate that and say, "This should
not be used."
The President:— The Committee have agreed, on the question raised by Colonel
Austill, that the rule be changed to read: "This should not be used."
Mr. A. B. Griggs: — Instead of "This is not recommended"?
Mr. H. Austill: — Would it not be better to say "This should not be done"?
Mr. A. B. Griggs: — That is a choice of terms. The sense is the same. It has the
same meaning, I think, Mr. Austill.
The President: — Are you ready for the questioa? All in favor of the adoption of
the rules appearing in Appendix B as amended give their consent by saying "aye"; con-
trary. It is carried.
Chairman E. H. Barnhart: — Last year the Committee presented as information and
for the consideration of the membership, certain rules assigning duties to the several
maintenance of way employee;, respecting fire protection, also a number of rules bear-
ing directly on fire protection. We invited suggestions and criticisms from the member-
710 Rules and Organization
ship. None were received during the year, so the Committee offers for printing in the
Manual the rules shown in Appendix C, which have been approved by Committee XIII —
Water Service, Fire Protection and Sanitation. This report will be presented by Mr.
Hayes, Chairman of the Sub-Committee.
Mr. H. C. Hayes (Illinois Central) : — ^The assignment of Sub-Committee (3) is
Rules for Fire Protection, collaborating with Committee XIII — ^Water Service, Fire Pro-
tection and Sanitation.
The Sub-Committee's report is found on page 585 of Bulletin 393. These rules for
conduct of work have been developed from the practice of the railroads of the United
States and were published in 1936 and presented to the Association as information at
that time.
As Mr. Barnhart stated, they have been approved by Committee XIII — Water
Service, Fire Portection and Sanitation and are now presented to the Association with
the recommendation that they be published in the Manual.
I move that they be approved by the Association and included in the Manual.
Mr. W. A. Radspinner (Chesapeake & Ohio) : — There may be a question about Rule
1926 on page 587 where it says that unloading racks must conform to the requirements
of the Bureau of Explosives, and in accordance with State laws and city ordinances.
I have no objection to that rule, but I have found that the Bureau of Explosives
does not have jurisdiction further than the delivery of the tank car to the consignee,
other than this: There are two rules. One is the consolidated freight schedule, and
one in the Bureau of Explosives which says that gasoline cannot be unloaded to a con-
signee unless he has facilities to take the entire contents of the car. He cannot make
them put up any definite kind of racks. I am for the rule, as far as that is concerned.
Mr. H. C. Hayes: — That was my understanding, Mr. Radspinner, that you had ap-
proved this rule.
Mr. W. A. Radspinner: — I just discovered it could not be done. That just came to
my attention within the last two weeks. I am for the rule, if we can enforce it.
The President: — It has been moved and seconded that the rules for fire protection as
appearing in Appendix C of page 585 be approved for adoption and inclusion in the
Manual. Are you ready for the question? All in favor say "aye"; contrary. It is
carried.
Chairman E. H. Barnhart: — In compliance with its assignment, the Committee of-
fers as information in Appendix D an outline of complete field work of the Committee.
It is hoped that each interested member will familiarize himself with the work which
this Committee is endeavoring to accomplish.
Mr. President, this completes the work of the Committee.
The President: — You are now excused with the thanks of the As;ociation (Applause.)
DISCUSSION ON TRACK
(For Report, see pp. 475-512)
(Vice-President F, E. Morrow in the chair.)
Mr. C. J. Geyer (Chesapeake & Ohio) : — The report of the Track Committee will
be found in Bulletin 393, beginning on page 475. If there is no objection, we will take
up the subjects starting with Appendix B and hold the Revision of Manual until last.
I will ask Mr. Magee, Chairman of the Sub-Committee on Fastenings for Continuous
Welding of Rail, to make the report.
Discussion 711
Mr. G. M. Magee (Kansas City Southern) : — The report of the Sub-Committee on
the assignment, Fastenings for Continuous Welding of Rail, appears in Bulletin 393 on
page 493 as Appendix B.
Continuing the work as reported last year, the Sub-Committee this year presents a
theoretical analysis showing what reactions may be expected to result from the contin-
uous welding of rail, with particular reference to the type of track fastenings required.
It is hoped that this analysis will be of value to those who are interested in the use of
fastenings for this type of construction.
Reference is made to the work of the Special Committee on Stresses in Track under
Dr. Talbot's direction. This work, when completed, will give valuable information for
the design of fastenings for continuous welding of rail.
A printing error appears on page 497 in the heading of the fourth column from the
left. A division line should be inserted to show the quantity (F — J)^S is divided by the
quantity 2TAE. Also, the diagram immediately under the tabulation should be with-
drawn. A revision of this diagram, giving the same information, appears on page 49S.
The Sub-Committee made an inspection last year of the one-mile test section of
continuously welded rail laid on the Bessemer and Lake Erie Railroad with GEO type
fastenings. We are indebted to Mr. Layng for his helpful consideration in making this
inspection and for the description of the installation as given on pages 498 to 500,
inclusive.
The Sub-Committee has inspected two installations of welded track with two dif-
ferent types of fastenings, both of which are fulfilling the requirements in a satisfactory
manner. There are undoubtedly a number of types of fastenings that will fulfill the re-
quirements for use with welded track construction. Attention is directed that the two
types of fastenings which have been inspected have the following three fundamental
characteristics:
"(1) The type of fastening fixed the rail against lateral movement on the tie —
having double shouldered tie plates securely fastened to the tie.
"(2) The fastening held the rail so securely to the tie that the tie would be lifted
out of the ballast before the fastening would give way — this to hold the rail from buck-
ling in hot weather.
"(3) The fastening prevented the rail from moving over the tie in a direction
parallel to the axis of the rail — to accomplish this the fastening must resist movement of
the rail over the tie to the extent that the tie will be moved in or with the ballast."
Chairman C. J. Geyer: — Appendix C, page SOI, Plans and Specifications for Track
Tools. I will ask Mr. Roller, Chairman of the Sub-Committee, to present the report.
If you will refer to that subject on page 476, the action recommended, there is a cor-
rection. Item 3 should read: "That Plan 23-A covering a crane rail tong be received as
information and for comparison with Plan 23 printed in the Proceeding- of 1935."
Page 501, Appendix C, will be presented by Mr. Roller.
Mr. W. L. Roller (Chesapeake & Ohio) — You will find the report of Sub-Committee
(3) in Appendix C on page 501 of Bulletin 393. For the benefit of those who have not
the Bulletin with them, I will read the report as it is brief.
"In the Proceedings for 1935, Vol. 36, page 568 is shown Plan 23 — Rail Tongs for
use with Cranes. This plan was submitted as information and to invite comments and
criticisms. Some adverse criticisms have been received from those who have sought to
use this design.
"The Committee now presents Plan 23-A showing a lighter design of rail tongs for
use with cranes, as information. The Committee invites the comments and criticisms of
the Association with regard to this design."
712 Track
As the General Chairman has said, we wish to amend the conclusion to read: "It
is recommended that Plan 23-A be received as information and for comparison with
Plan 2i already in the Proceedings."
It is recommended that the subject be continued, and the Sub-Committee would
welcome any suggestions as to additional designs which should be added to our list now
in the Manual.
Chairman C. J. Geyer: — Appendix D, page 503, Mr. Caruthers, Chairman of the
Sub-Committee, will present the report.
Mr. E. W. Caruthers (Pennsylvania): — The report of the Sub-Committee is found
on page 503, Bulletin 393, January, 1937.
During the 1936 convention, your Association adopted Plan 920 showing "Turnout
Data for Curved Switches." This plan comprises a tabular statement and a diagram
showing the fundamental data in connection with these turnouts.
As no plans are available covering the details of construction of the recommended
curved switches, your Committee has been preparing such plans and wishes to offer
Plan 127— 39-ft. Curved Spht Switch with Uniform Risers, and Plan 215— Split Switch
Details for Heavy and Medium Weight Rails, and Plan 128 — Location of Jomts for
No. 18 and No. 20 Turnouts with 39 ft. 0 in. Curved Switches.
These plans show all of the necessary details for the construction and application
of the 39-ft. curved switches.
These plans were prepared in conference with the Standardization Committee of the
Manganese Track Society.
The conclusions are to the effect that: The Committee recommends that Plans 127,
128, and 215 be adopted as recommended practice and published in the Manual. I so
move.
Vice-President F. E. Morrow:— It has been moved and seconded that these plans
be adopted as recommended practice and printed in the Manual. Is there any discus-
sion? If not, all in favor will signify by saying "aye"; contrary. The motion is
carried.
Chairman C. J. Geyer: — On that same subject, Appendix D, on page 476, under
action recommended, item 4, there is an error in the plan number. Plan No. 129 should
be changed to Plan No. 215. This is in accordance with the report that Mr. Caruthers
just made.
Appendix E, Corrosion of Rail and Fastenings in Tunnels. The Committee has
made some little progress on this, has a little information; but not sufficient to make a
report this year.
Appendix F, Design of Tie Plates, Mr. Macomb, Chairman of the Sub- Committee,
will present the report.
Mr. J. de N. Macomb (Inland Steel Company) :— Design of Tie Plates for RE Rail
Sections as Developed, page 504, Bulletin 393, January, 1937.
(Mr. Macomb read report on page 504, Bulletin 393.)'
Mr. Macomb: — I move the adoption of the above-mentioned report.
Vice-President F. E. Morrow: — It has been moved and seconded that Plans Nos.
lA and IB and Fig. 501 be adopted and published in the Manual. Is there any dis-
cussion? If not, all those in favor signify by saying "aye"; contrary. The motion is
carried.
Chairman C. J. Geyer: — Appendix G, Practicability of Using Reflex Units for Switch
Lamps and Targets, is simply a progress report, and Appendix H, Reclamation of Serv-
iceable Materials from Scrap and Retired Maintenance of Way and Structures Machines,
Tools and Appliances, is a progress report this year.
Discussion 713
Appendix I is on page 508. This report was completed last year and published in
the Proceedings as information, because at that time the Committee did not have the
approval of the collaborating committees. During the year we received that approval,
so this report is offered as recommended practice to be printed in the Manual. I so
move.
(The motion was regularly seconded, put to a vote and carried.)
Chairman C. J. Geyer: — Appendix J, page 509, Outline of Complete Field of Work
of the Committee is submitted as information.
Vice-President F. E. Morrow: — It will be so received.
Chairman C. J. Geyer: — Appendix K, Revised Designs for Cut Track Spikes. I will
ask Mr. Swift, Chairman of the Sub-Committee, to present the report.
Mr. E. D. Swift (Belt Railway of Chicago) : — This report on Cut Track Spikes con-
sists of the printed matter at the bottom of page 510 and the plans on pages 511 and 512.
The Committee offers revised designs for 9/16-inch and 5^-inch cut track spikes.
The heads of these spikes are so designed as to provide greater clearance between the
lips and the throat and thus they improve the facility for using the claw bar in draw-
ing spikes after they have been driven. These designs were offered for information and
criticism at the 1934 convention, and seemingly they have met with favor for they are
now in extensive use.
It is therefore recommended that these revised designs of cut spikes be substituted
for the designs now in the Manual, pages 5-15, 1936 Edition.
(The question was called for, put to a vote and carried.)
Chairman C. J. Geyer: — We will now return to Appendix A, Revision of Manual.
This is in two parts, the first part dealing with Tie Plates. I will ask Mr. Macomb to
present those.
Mr. J. de N. Macomb: — Revise Tie Plate Plans Nos. 1 and 2 as follows:
Add following notations:
"This plan may be used with 110-lb. RE and 100-lb. RA-A rails."
"Double shoulder design is for use with rails having 514 inch base width only.''
In plan view, change dimension from outside shoulder to gage side spike holes from
"5-7/16 in to
"Sy2 inch rail base — 5-7/16 in.
5^ inch rail base — 5-5/16 in.
Revise the titles of Plans Nos. 1 and 2 to read as follows:
AREA
10>4 Inch Tie Plate
For Use With 112-lb. RE
And 100-lb. RE Rails
Plan No. IC
and
AREA
11 Inch Tie Plate
For Use With 112-lb. RE
And 100-lb. RE Rails
Plan No. 2
Revise the notation on material appearing above the titles of Plans Nos. 1 to 6,
inclusive, by deleting the two Unes following the words ".\RE.\ Manual" and substitut-
ing therefor the following:
"pages 5-1 to 5-3, inclusive."
I move the above material be approved for pubMcation in the Manual.
Vice-President F. E. Morrow: — You have heard the motion which has been seconded.
Is there any discussion?
714 Track
(The question was called for, put to a vote and carried.)
Chairman C. J. Geyer: — The second part of Appendix A, beginning at the top of
page 477 has to do with frog and switch plans. I will ask Mr. Caruthers, Chairman of
the Sub-Committee, to present that report.
Mr. E. W. Caruthers: — To avoid the expense involved in frequently issuing litho-
graphic plans, the Committee carries in the volume of track plans several pages entitled
"Errata and Revisions of Plans since the last issue." We are following the practice of
carrying these minor revisions on these sheets until such time as it is necessary to reissue
the plan in the revised lithographic form.
During the year a number of minor details have been brought to our attention, and
we now wish to present the revision of this plan. "Errata and Revision of Plans Since
Latest Issue," pages 1 and 2. The changes that are now proposed in this plan are as
follows: Change title from "Index March, 193S" to "Contents March, 1Q37."
(Mr. Caruthers read report on page 477 — Bulletin 393.)
Mr. E. W. Caruthers: — The next change in the plan "Errata and Revisions of
Plans," etc., will be in connection with Plans Nos. 101 to 108, which should be revised to
include cotter pins for all bolts through the reinforcing bars.
The next revision is to Plan No. 209, in which a number of details have been modi-
fied and are listed on the plan. I presume it will not be necessary to read all that in-
formation as it is shown on the "Errata" plan included in the Bulletin.
(Mr. Caruthers read report on pages 477-478.)
Mr. E. W. Caruthers: — I move that this revised plan be adopted.
Vice-President F. E. Morrow: — You have heard the motion. Is there any discus-
sion? If not, all in favor will please signify by saying "aye"; contrary. It is so ordered.
Mr. E. W. Caruthers: — Progress in the art of welding manganese frogs has resulted
in the disclosure of considerable unsound steel. The Committee has undertaken a study
of this subject and an investigation; in addition to their investigation and study, an in-
vestigation was made by the Standardization Committee of the Manganese Track So-
ciety. Their report on this subject is found on pages 478 to 482 of the Bulletin.
(Mr. Caruthers read the conclusions on page 482 — Bulletin 393.)'
Mr. E. W. Caruthers: — This report was discussed and considered by the Committee
and resulted in the following recommendations by the Track Committee.
(Mr. Caruthers read recommendations at bottom of page 482.)
The plans have been revised, and I move they be adopted by the Association.
Vice-President F. E. Morrow: — WiU you state the motion again?
Mr. E. W. Caruthers: — I move that the above-mentioned plans, Nos. 600 to 610, in-
clusive, which have been revised, and revised copies are included in the Bulletin, be
adopted as recommended practice.
(The question was called for, put to vote and carried.)
Chairman C. J. Geyer: — Included in that part of Appendix A which was just voted
on for publishing in the Manual is the report of the Manganese Track Society on their
investigation, leading up to the Track Committee's decision, which begins at the bottom
of page 478 and ends with the signatures on page 482, but it is not intended that that
will be printed in the Manual.
Vice-President F. E. Morrow: — I think we understand that — ^that it was just the re-
vised plans that were approved.
Chairman C. J. Geyer: — That concludes the report of the Track Committee.
Vice-President F. E. Morrow: — The Committee is dismissed with the thanks of the
Association for its very excellent work (Applause.)
DISCUSSION ON MASONRY
(For Report, see pp. 437-452)
Mr. Meyer Hirschthal (Lackawanna) : — Before presenting the Masonry Committee
report, it is my duty to make a sorrowful announcement, that, since the publication of
this Bulletin there has passed on, one of our most genial members and an ardent worker
of the Masonry Committee and the Association. Mr. Donald B. Rush, Chairman of a
Sub-Committee, passed away February iSth. It is a great loss to the Association and
particularly to the Masonry Committee. This is in addition to the two other members
that passed from our ranks in the course of the past year.
The report of the Masonry Committee is in Bulletin 392, beginning with page 437.
The Masonry Committee this year presents reports contained in Appendices A to H,
three of which, A, B and D, will be presented for inclusion in the Manual as recom-
mended practice. The other portions of the report are presented as information or as
progress reports. The first subject to be presented will be that of the Revision of Man-
ual and wiU be presented by Mr. Leonard, Chairman of that Sub-Committee.
Mr. J. F. Leonard (Pennsylvania) : — On page 438 of Bulletin 392, there is Appendix
A, entitled Revision of Manual. I will proceed to read the matter as presented here.
''Your Committee recommends the adoption of specifications for High-Early Strength
Portland Cement to conform to ASTM Serial Designation C 74-36; the revision of the
present Portland Cement Specifications by deletion of material beginning with Article 17
after these specifications to the end, and replacement by ASTM Serial Designation
C-77-32, Standard Methods of Sampling and Tests." Smce these are in the form of
bringing the specifications up to date, I have read them together, and I move the adop-
tion of this recommendation.
The President: — Mr. Leonard, in printing complete the ASTM Specifications, is it
the intention of the Committee to make a cross-reference indicating that, or are you
making a reference that it is ASTM?
Mr. J. F. Leonard: — I am making the reference that it is ASTM and so stated.
(The question was called for, put to a vote and carried.)
Mr. J. F. Leonard: — ^The next item which is presented is:
"The Committee recommends that both specifications be completely printed in a
supplement to the Manual."
In discussing this recommendation, I would say that at the present time the Port-
land Cement Specifications are word for word, the ASTM specifications in the body of
the Manual. There are other specifications which are referred to by the Masonry Com-
mittee by name only. It was the idea of the Masonry Committee, in making this recom-
mendation here, that eventually the Manual would consist of that part which referred to
ASTM specifications by name only, and that there would be assembled in a supplement
to the Manual all ASTM specifications which are referred to in the body of the Man-
ual. It would enable the Manual to be smaller, and it would enable the ASTM specifica-
tions to be published together.
It is brought up by your Committee in this fashion at this time with the idea that
our Chairman would accept a recommendation to that effect, or would prefer to have
it referred to the General Committee on Manual for consideration.
The President: — I believe the proper procedure would be to accept your recom-
mendation and refer it to the Board of Direction Committee on Publications as to the
policy of such printing.
Mr. J. F. Leonard: — Then I judge it is not in order for me to make a motion.
715
716 Masonry
The President: — We will accept the recommendation, Mr. Leonard, and I believe it
can be handled in that way.
Mr. Leonard: — I so recommend.
The President: — Does the Association desire to go on record as authorizing the
Board to follow the recommendation of the Committee?
Mr. Geo. S. Fanning (Erie) : — It seems to me that we have ample opportunity to
include in the Manual what needs to be in the Manual. The question of size is not as
important as it was a while ago. Revision is very simply made. If material is of
Manual quaUty, it should be in the Manual without establishing some new publication
known as a supplement to the Manual. We just got through getting rid of supplements
to the Manual.
Chairman M. Hirschthal:— The idea of the Masonry Committee is to have this ma-
terial, which is accepted by the convention, regardless of the form it is accepted, printed
as a part of the Manual. Whether it is a supplement or is in the body of the Manual,
is immaterial. We are anxious to have this material in the Manual. That is the in-
tent of our action.
The President: — I understand, then, that you are including the ASTM spec'fications
for Portland Cement in your report, the same to be included as part of the Masonry
Committee's work appearing in the Manual, that as such then there should be a refer-
ence in some fashion that it is identical with the ASTM?
Chairman M. Hirschthal: — That is the idea.
The President: — That will be consistent, then, I beheve, with action taken by other
committees. Is the convention agreeable to that action? If a motion will be so framed,
I will entertain it.
Mr. J. F. Leonard: — As I understand it, the motion which I am now to make is
that all matter which occurs in the Manual and which is ASTM specification shall be so
designated as ASTM specification, with the ASTM specification number and serial, etc.
I so move.
The President: — You have heard the motion. Is there any discussion?
(The question was called for, put to a vote and carried.)
Mr. J. F. Leonard: — That motion was at the request of the Chair in order to get
that matter on record. That is my understanding, but that still gets us back to the
original motion which I made, and which was that the specifications be completely
printed in a supplement to the Manual.
The President: — ^We will consider the motion just passed as an amendment to the
previous motion and now place the first motion before you, namely, that the Masonry
Committee moves, and it has been seconded, that specifications they are now recom-
mending, be printed in a supplement to the Manual.
Mr. J. F. Leonard: — May I add the word "completely" completely printed.
The President: — Completely printed as a supplement to the Manual.
Mr. J. F. Leonard: — May I make a remark in connection with that? The point
we are trying to develop is the fact that there are many ASTM specifications which are
of importance to members of the American Railway Engineering Association but are
not printed in the Manual and are not contained in any form so far as American Rail-
way Engineering Association publications are concerned. It was our idea that it was of
value to members of the American Railway Engineering Association that all ASTM
specifications that are referred to in any way in the AREA Manual should be published
together in such fashion that they are available as a supplement to the Manual and
available to AREA members.
Discussion 717
The President: — Then, Mr. Leonard, as I understand it, your motion now only
covers the ASTM specifications to which you are referring, with any ASTM specifica-
tion appearing for other committees.
Mr. J. F. Leonard: — No, my motion is only in regard to these two particular
specifications, because it was our feeUng that that was as far as our jurisdiction took
place directly, but I am bringing the general question up for discussion at the same time.
Mr. J. C. Irwin (Boston & Albany) : — I raise a point of order as to the right of any
Committee to outline the policy of making a supplement to the Manual. Either ma-
terial is approved for the Manual or is not approved for the Manual. It is a matter for
the Board to decide how it is to be printed and is not a matter for the Association to
designate that a supplement to the Manual shall be printed.
Mr. Geo. S. Fanning: — If the motion has been seconded, I would like to move as
an amendment to strike out the words "a supplement to."
(The amendment was seconded.)
Chairman M. Hirschthal: — I think we are quibbling about a form here. No mat-
ter how we decide this, it will still be the duty of the Board of Direction, or special
committee, to consider this, such as an Editorial Committee of the Manual, as to the
form in which this will be printed. Personally, what I am chiefly interested in is to
have this matter printed in some part of the Manual. Whether it will be a supplement
or not, as I said before, is immaterial. Personally, I also believe the form will be much
preferable if aU these references were printed together in a supplement, but it is not a
point that is of vital importance, compared to the importance of having the material
available to the Association without having to go to a standard book of the ASTM
which is not always available in every office, for material.
Mr. J. C. Irwin:— I rise again to the point of order, which is for you to rule, and it
is not debatable. I make the point that this material can only be acted on for the Man-
ual without any qualification, or else not acted on for the Manual.
The President: — The convention has taken action relative to the Committee's first
motion. It was passed, authorizing the printing in the Manual of these complete
specifications as part of their report. They now move that a supplement to the Man-
ual be printed, including such specifications, and I will rule that that is a matter for the
Board of Direction to decide, whether it is the policy of the Association to issue addi-
tional material in that form.
Mr. J. F. Leonard: — Such being the case, I gather that my motion is out of order.
The primary purpose of bringing it up was for debate, to bring to the members of the
Association what seemed to us to be a need. We either can make a motion of a differ-
ent character, to the effect that we recommend that the Board of Direction give it con-
sideration, and if it is understood what is meant by that, I so move, or I will word the
motion more definitely, if you prefer.
The President: — The Committee now moves that the Board of Direction give con-
sideration to publishing in an independent issue such specifications as they request, with
reference to Portland Cement, etc.
Mr. Geo. S. Fanning: — I am heartily in sympathy with what this Committee wants
to do, which is to get the important material having to do with Portland Cement into
our hands, but I am not in sympathy with any supplement to the Manual, and I there-
fore am very much opposed to this motion.
The President: — ^Mr. Fanning, I am wondering if we can leave that to the Board.
Mr. Geo. S. Fanning: — The gentlemen do not seem to want to leave it to the Board.
Mr. J. F. Leonard: — -Mr. Fanning, we are moving that the Board give consideration
to this.
718 Masonry
Mr. Geo. S. Fanning: — You are asking the convention to ask the Board to give it
consideration. That means that you are asking the convention's support of this idea of
a supplement to the Manual. All you have to do to leave it to the Board.
Mr. F. W. Alexander (Canadian Pacific) : — The Association considered for some
years whether to publish a looseleaf Manual where we could get all this material in one
book or use the old style supplement. The old Manual had, I think, at least six sup-
plements. It seems to me that this Committee is just going back to where we were be-
fore having a whole lot of books.
Mr. J. F. Leonard: — I am not quite sure as to whether I have made my point as
clear as I want to, and that is that there are many ASTM specifications which are re-
ferred to in the present AREA Manual by name only, and it is our idea that the mem-
bers of the American Railway Engineering Association should have more than the name
of the ASTM specification to refer to when they study the Manual.
The President: — Without taking a vote of the convention, I will refer this matter to
the Board of Direction for consideration.
Mr. J. F. Leonard: — I will proceed with the report. The following revisions are
also proposed: "Change Serial Designation in Article 4 to C40-33." That is merely
bringing it up to the present ASTM specification, and I so move.
(The question was called for, put to a vote and carried.)
Mr. J. F. Leonard: — Change Article 20, first sentence, to read: "The slump when
tested in accordance with 'Tentative Method of Test for Consistency of Portland Cement
Concrete ASTM Serial Designation D138-32T' shall be within the following limits:"
I so move.
The President: — Mr. Leonard, I understand that that change which you are now
proposing and the one following are in order to bring our specifications, for the refer-
ence, in accordance with the ASTM.
Mr. J. F. Leonard: — Yes.
The President: — I suggest you include the second one in the same motion.
Mr. J. F. Leonard: — All right. "Change Serial Designations in Article 22 to C31-33
and C39-33 respectively and include these serial designations in Article 181 (Summary of
Working Stresses) in equation for /c" I so move.
(The question was called for, put to a vote and carried.)
Mr. J. F. Leonard: — Add to Specifications for Foundations the following paragraph:
"Footings at Different Levels: Except in the case of bearing on rock, the difference
in elevation of the bottoms of any two (2) footings shall be such that a line drawn be-
tween the lower adjacent edges shall not incline at an angle more than the angle of re-
pose of the soil, or greater than forty-five (45) degrees with the horizontal, unless pro-
visions are made by means of retaining walls or otherwise adequately to restrain the
soil." I so move.
The President: — Will this heading "Footings at Different Levels" accurately identify
its place in the Manual without further reference?
Mr. J. F. Leonard: — Yes.
(The question was called for, put to a vote and carried.)
Mr. J. F. Leonard: — That completes the report on Revision of the Manual.
Chairman M. Hirschthal: — The next subject to be reported on is that contained in
Appendix B, the subject being Specifications and Principles of Design of Plain and Re-
inforced Concrete. This will be presented by the Sub-Committee Chairman, Mr. A. N.
Laird.
Mr. A. N. Laird (Grand Trunk Western) : — The report of this Sub-Committee is
subdivided into several sections. The first section consists of subject-matter relating to
Discussion 719
unit stresses for building design when wind loads are considered. The Committee sub-
mits this paragraph and recommends its adoption for inclusion and printing in the Man-
ual. I will read the paragraph:
"In the design of buildings when wind stresses are considered in combination with
dead load and live load stresses, design unit stresses for concrete and for steel reinforce-
ment may be increased by 33-1/3 per cent, provided, however, that normal design unit
stresses shall not be exceeded for the combination of dead load and live load stresses
only." I so move.
(The question was called for, put to a vote and carried.)
Mr. A. N. Laird: — The second section of the report consists of recommendations for
the design of reinforced concrete rigid-frame bridges without skew. These recommenda-
tions are limited to structures of a single span. The Committee submitted this infor-
mation in substantially its present form at the last convention. It has been reconsidered
and a few modifications made, including the addition of certain diagrams to clarify the
application of the formulae.
The recommendations consist of four sections. Section I deals with definition and
types; Section II with the design, embodying the loads to be considered, design assump-
tions, the formulae suggested for analysis; Section III with the details of design, and
Section IV with construction. The report is contained on pages 439 to 445, inclusive.
I recommend the adoption of this subject-matter for printing in the Manual.
Mr. B. R. Leffler (New York Central):— I am a stickler for mathematical symbols.
This is a matter of prmting, not a matter of substance. The "a's" and "6's" down at the
bottom of page 40 are not true subscripts. They ought to be lower. Further up in the
formula, the upper E formula, the "a" is too far away from the "x" and too far up. When
I first read those symbols, I had to look at the logarithmic sign to see whether they were
subscripts or factors. I think the printer or whoever proof reads this wants to be sure
those mathematical symbols are properly located and of the proper size with reference
to the main symbol.
Mr. A. N. Laird: — I recognize that that criticism is a very just one. These formulae
are quite complicated, from the standpoint of the printer, at least, and since they in-
volve symbols on ceveral Unes, it has been quite difficult to get them correctly lined up.
However, that will be taken care of. In the same connection, I should add that there
are three typographical errors in formulae. There is one in the formula at the top of
page 442 in which the numerator of the second term has x in it. The bar should be re-
moved and the entire fraction should be multiplied by x.
At the bottom of that same page, in the formula for Effect of Loads, there has been
a plus omitted between the last two fractions.
At the top of page 443, in the last term of the formula under Effect of Loads, the
last term in the numerator is designated as summation of m with subscript zero, times y,
times the fraction delta over /. That y should be an x. These corrections will be taken
care of in the printing.
Mr. B. R. Leffler: — The same criticism I made also applies to the subscripts in those
formulas. The "a's" are entirely out of place.
The President: — The motion has been made and seconded that the Committee's
recommendation covering the design of reinforced concrete rigid-frame bridges without
skew, appearing in the Bulletin, be approved for printing in the Manual. Is there any
question ?
(The question was called for, put to a vote and carried.)
720 Masonry
The President: — I would suggest to the chairmen of committees that have formulae,
that a graph be made by them which can be photographed for printing use, which may
eliminate future typographical errors.
Mr. A. N. Laird: — That is a very good suggestion.
Section III of the Committee's report deals with Specifications for Composite Col-
umns and Pipe Columns. This subject-matter was previously presented to the conven-
tion as information, and it was thought that we would be in a position to present it for
adoption as recommended practice at this meeting. However, final action of the Joint
Committee on Concrete, on which your Association is represented, has not been taken,
and in order to be consistent, it is felt this report should be deferred.
The remaining items, consisting of Section IV, Reinforced Brickwork; Section V,
Solid Concrete Bridge Deck Slab Construction of the Non-Ballast Type, and Section VI,
Isteg Reinforcing Steel, are submitted as progress reports.
The President: — ^They will be so received.
Chairman M. Hirschthal: — The third subject to be reported on is contained in
Appendix C and is Progress in the Science and Art of Concrete Manufacture. This will
be presented by its Sub-Committee Chairman, Mr. L. W. Walter.
Mr. L. W. Walter (Erie): — This report of Sub-Committee 3 is in one section only,
dealing with Vibratory Placement of Concrete, and is published as information. It may
properly be considered as supplemental to or in addition to the previous report and
bibliography on the same subject that may be found in the Proceedings for 1934, cover-
ing some five or six pages.
With your approval, I will not read the whole report but will present it as
information.
The President: — If there are any important points you would like to call attention
to, we will be glad to have you do so.
Mr. Walter: — I shall be glad to do that. In dealing with a subject on which there
is so limited knowledge, we might make a mistake by offering many positive statements
in the absence of any broad knowledge of the subject. We are only scratching the
surface of knowledge of a practice that is coming into favor, and, whUe we are learning,
we have yet much to learn about it. We have, however, ventured a few rather positive
statements.
"A job study should always be made to determine the proper mix and time of
vibration."
Then we have offered some suggestions for the procedure in determining a suitable
mix — rather positive statements, that is, without qualification, because we feel they are
justifiable.
Observation of the effect of vibration is the best guide to the proper period of its
application at one location. It is often difficult to tell anyone just what should be done.
A man who is in position to observe what is being done might better be able to decide
whether he is doing the right or the wrong thing, and much depends upon knowledge,
based on experience with vibrators and one's ability to intelligently control the operation.
Some rules pertaining to the use of vibrators seem to be a good guide to inspection
and to planning construction operations, involving the use of vibrators:
"Vibration is concerned primarily with plasticising and compacting concrete dryer
than can be properly and economically worked by hand. It should not be used pri-
marily to cause concrete to flow horizontally.
"Successive insertions of internal vibrators should be made so that the visible effects
of vibration overlap, that is, the areas of impulses from the vibrators should overlap.
Discussion 721
"Internal vibrators should be withdrawn slowly, especially when used with the drier
mixes."
I will read the following, which is not to be taken too seriously or too positively:
"The minimum period of internal vibration at one location may be assumed as IS
seconds per square foot of top surface layer computed on the basis of the radius of the
overlapping impulses."
Opposite that is the statement over on the other page: "Observation of the effect
vibration is the best guide to the proper period of its application at one location.
"Dry consistencies will require more vibration than the wetter consistencies." I
think that is generally accepted as a fact.
External vibrators should preferably be of high frequency and low kinetic energy
of impulse."
There is contained in the report an extract from results obtained by Prof. Withey
of the University of Wisconsin, published in Engineering Reprint No. 51, University of
Wisconsin. These conclusions of Mr. Withey have gained quite wide circulation and
held as coming from one who is well-qualified to draw conclusions. For that reason
we have taken the Uberty of quoting from Mr. Withey's report.
The President: — This report will received as information.
Chairman M. Hirschthal: — The next subject is an assignment that was given to the
Masonry Committee to maintain contact with the Joint Committee on Standard
Specifications for Concrete and Reinforced Concrete. As Chairman of that representa-
tion, I am now making a verbal report.
After six years of continuous labor, this Joint Committee has brought out a publi-
cation entitled "Progress Report of the Joint Committee," of which there are a limited
number of copies. A number of copies have been sent out to representatives of each
sponsor society, those selected being chiefly interested in reinforced concrete or akin
subjects, to invite criticism and suggestions. This new report marks quite a departure
from hitherto current practice in specification and design. I may point out two in-
stances. There are, for instance, two specifications for materials, based on two different
conceptions of what is the duty of the different parties involved. One specification puts
the onus of responsibility of materials on the Engineer. In that specification the En-
gineer specifies every detail of material, every detail of manufacture or operation or in-
stallation of the material, and therefore relieves the contractor of the responsibility, other
than that of carrying out his instructions.
The alternate specification tells the contractor what is required of him in the line of
strength and durability in the selection of the material, time of mixing, etc., and the
responsibility is entirely the contractor's to produce the material, the finished product,
that is intended in the specification. You will note that this is a marked departure from
past practice.
The other instance is in design. This present report contains information based on
the most recent practice considering continuity, rigidly connected joints, and the trans-
ference of stresses in that manner, tells the Engineer what he should look for, without
specifically telling him how he shall look for them or how he shall specify them.
This is, of course, something new in reinforced concrete specifications. The Com-
mittee, of course, feels that it presents something that is novel and, because of that, in-
vites any possible suggestion or criticism. You need not fear that you will hurt the
Committee by criticizing its action, by pointing out any omissions or any corrections in-
volved in this report.
Various members of this Association have received or should have received a copy
of the specification or this progress report, aside from the membership of the Joint
722 Masonry
Committee. Representatives from this Association are as follows: Messrs. Chipman,
Condron, Cross, Doll, Hart, Lahmer, Laird, Loeffler, Leffler, Ray, Richardson, Sadler,
Schantz, Skov, Smith, Talbot, Turneaure, Williams, A. R. Wilson and W. M. Wilson.
I am reading these names for the purpose of inviting any member of the Associa-
tion or any man present who wishes to have a copy in order to become cognizant with
the features of this report so as to enable him to make an intelligent criticism of it, to
make such request, so we have the additional criticisms and suggestions from such mem-
ber. This completes my report on that subject.
The next subject is that of Foundations. The Chairman of that Sub-Committee,
unfortunately, passed away last month, and the members that were actively engaged
in formulating this specification are absent at the present time, and it devolves upon me
to present this report. It is contained in Appendix D, subject (S) Specifications for
Foundations.
The material published in this Bulletin on page 448 was presented several years ago
in a somewhat different form. We have felt in the Masonry Committee that there is a
great necessity for having in the Manual some information which will give the Engineer
an idea of how to make soil tests.
This specification is for that purpose, and I am now presenting it for inclusion in
the Manual and, with the permission of the Chair, I will read the headings.
The President: — Just the headings and then pause, Mr. Hirschthal.
Chairman M. Hirschthal: — Scope. Definition.
Mr. Geo. S. Fanning (Erie) : — Before Mr. Hirschthal moves along with the reading,
I am very much in the same position that he is. The Roadway Committee has an as-
signment on the physical properties of soils. Mr. Legro is the Chairman of the Sub-
Committee and he, unfortunately, is ill. Mr. Beugler, Consulting Engineer, is a mem-
ber of that Sub-Committee and he, I think, has had to go home. But he wrote a let-
ter to Mr. Legro about this report, which I should like to read:
"The Masonry Committee has submitted general specifications for soil testing for
railway foundations. In view of the assignment that your Sub-Committee is handling
for the Roadway Committee, it would seem that there should be some collaboration
between the two Committees, particularly as there may be some lack of agreement be-
tween the presentation.
"Under the heading of 'Elastic Soils', the assumption regarding ultimate settlement
may not be consistent. The formula given under Granular Soils appears to be incorrect.
I think the square of the fractional part of the formula should have been indicated.
There is also some question as to its being adapted to determine supporting power at
any depth. With the surface load x , the supporting power would be 0, according to
the formula. It is quite important for the Committee reports to be in harmony. More-
over, cooperation will result in a more useful report than one made by the Committee
separately."
Chairman M. Hirschthal: — I will answer one part of that. The formula as it
stands now is incorrect, the expression in the fraction should be squared. If the Asso-
ciation feels that this should be carried over for another year, for collaboration with the
Roadway Committee, I am perfectly agreeable to let it stand that way, particularly in
view of the fact that a Special Committee has been appointed by the ASTM, D-18, to
consider soil mechanics, in connection with which I wrote the Committee on Outline of
Work, suggesting representation of the AREA on such Committee, which it now does not
have.
While I feel it would be advisable to have something in the Manual until final ac-
tion is taken, that was the reason for asking to have this included, until such time that
Discussion 723
something different can be found, rather than have nothing in the Manual, I am willing
to withdraw it, if the convention sees fit. I will leave it to the President of the
Association.
Mr. B. R. Leffler: — I was going to ask a question. I do not know whether I am in
order or not. Am I in order at this time or is the Chairman of the Committee going
to read it through?
The President: — Do you wish to speak on this subject?
Mr. Leffler: — Yes. The remarks that I am going to make have not been written
out. I will say I have read Appendix D quite thoroughly. I thought I would draw
attention to some of the features that looked rather peculiar, and support my statements
by actual cases of experience.
There has arisen, during the past decade or so, a theory entitled "Soil Mechanics".
Like every new thing, there has arisen a host of so-called experts who are going to tell us
just exactly what this thing can do. I am a little bit old-fashioned, in the sense that
I think that engineering is still largely an empiric art. That does not necessarily mean
it is not scientific, but is is largely a cut-and-try process, or a trial-and-error process,
particularly when it comes to foundations.
A short time ago, we had a subway to build along the shore of Lake Erie. The
State made tests by these modern, soil foundation mechanics' methods. It took numer-
ous borings, and they all showed solid rock without any doubt, an excellent place to put
the masonry.
Unfortunately for the soil mechanic expert, I had been building foundations along
the south shore of Lake Erie for about thirty years. It has been my practice to rely
on test pits dug down as you would dig an old-fashioned well, take out the soil, look at
it, and test it. That is what we did in this case, and what we found down there, all the
way through, was what I had often seen along the south shore of Lake Erie, a lot of
plum-pudding formation. Big stones had been placed in glacial times and held in posi-
tion by a matrix composed of so-called blue clay. Every time these soil mechanic ex-
perts sunk their testing rod, they hit one of the boulders.
The matrix holding these stones in place is a peculiar formation, consists of what
I call a quicksand that is temporarily stuck together, and, until air and water reach it,
it is fairly firm. Just as soon as air or water reaches it, it melts just like sugar in hot
coffee. So I stick to the policy of insisting on test pits for the ordinary foundations. I
place no reliance on what the soil mechanic expert says. That is why I said that en-
gineering is a cut-and-try method, trial-and-error.
The other case is this: A large, boxlike abutment was built, of rather unusual
height, in grade crossing work. The abutment was placed on this soil. The Engineer
for the design had the assistance of a soil mechanic expert, who told him, I presume by
this elastic soil diagram, just what pressure to put on that foundation. The abutment
was built. The earth was put back of it. It was one of those large reinforced struc-
tures with spread footing, part of the filling resting on the footing to balance up the
loads. That abutment started to move, and it moved every day. It just simply moved
all around.
This is evidence that foundation engineering is a rather uncertain thing.
The problem was solved in this way: After that abutment misbehaved for quite a
while, the whole of the bearing area was enclosed by interlocking steel sheet piling. As
a guide, recourse was had to the Applied Mechanics of an old Engineer who had been
impeached a good many times but never convicted, the great Rankine, for the theory
of how to determine the length and the stability of the abutment. A formula similar to
724 Masonry
that shown at the top of page 449 was used. Since the steel piling was placed, the abut-
ment has ceased to move.
I am going to regard this subject of elastic soils as a contribution of small worth.
I am going to stick to Rankine as a good, old standby. Once in a while he may cause
a little excessive foundation precaution, but he is a reliable guide to follow. He was an
excellent mathematician and an excellent Engineer, and his theories have been adopted
by this Association and have become part of the Manual.
In Section IV, I notice it says: "... angle of spread shall not be more than 30
degrees from the vertical." The angle of spread is a function of the angle of repose. If
you notice in the Rankine formula at the top of the page, as the angle of repose de-
creases, the capacity of the soil per square foot decreases. This angle of spread from
the vertical must be a function of the angle of repose. The angle of repose for water is
0, and Rankine tells us so. In that case the angle of spread is 0.
Again, that 30 degrees is almost equal to the angle of repose of granular material,
namely, V/i to 1. The angle of spread must be somewhere between the angle of repose
and the vertical.
Of course, as I said to the Chairman of the Committee, I did not read all this Hub-
bard stability theory and a few other things, but I suggest, as bearing on this matter,
an addition to this Appendix D be made, reading as follows:
"The bearing capacity of soil can be greatly increased by completely enclosing the
bearing area of the foundation with interlocking steel sheet piling. The piling restrains
the lateral flow of the soil and creates a large, frictional resistance for sustaining the
vertical load. The use of such piling in connection with the proper formula gives an
excellent solution for highly compressible and mobile soils."
That has been my experience in several cases where we have had to contend with
this movable substrata soils for carrying superimposed loads. The great value of inter-
locking steel sheet piling consists in the fact that you enclose this material in a rim of
steel, preventing all lateral flow, and any material, even water, is a good foundation if
you can prevent it from squeezing out and flowing laterally. I would like to see a
practical statement like that inserted in here.
As far as this beautiful theory of elastic soil is concerned, I am indifferent to it. I
would not use it. I put the matter before the Association.
Chairman M. Hirschthal: — Mr. Leffler has spoken, but not to the point. This is
not a specification for foundation, although the assignment is Specifications for Founda-
tions. This special sub-assignment is Specifications for Soil Testing for Railway Foun-
dations, and it is simply a method of soil tests.
If Mr. Leffler had read previous reports of the Masonry Committee, he would have
noted that the Masonry Committee presented a report several years ago for making
tests in pits, actually, bearing load tests. Mr. Leffler would lead you to believe that be-
fore soil mechanics were indulged in, there were no failures of foundations because you
did it by the cut-and-try method. The saying is the proof of the pudding is the eat-
ing, but, just the same, cooks taste their food.
Interlocking sheet piling is a wonderful weapon with which to fight possible foun-
dation failure, but Mr. Leffler probably knows that it is not an infallible solution for
foundation failure. He must have known what happened in Buffalo some years ago.
But that is not to the point. We are not presenting this material in that form. We are
trying to give a specification for foundations piecemeal so we can digest it.
We realize that soil mechanics is in its infancy. We did not have a specification
worthy of the name in fifty years. In ten years we have made ten times as big a stride
in soil mechanics as we have made in almost any other line cA endeavor in engineering,
Discussion 72S
and to say here in convention that soil mechanics is just so much bugaboo is just non-
sense and retrogression.
Some years ago I had occasion to have some reinforced concrete made, under my
personal supervision, for some pet thing I had in mind. I went to a shop where I was
assigned a foreman and some laborers and was told that one fellow made concrete fifty
years ago. This man was sixty-six years old and, believe me, he made it as he did fifty
years ago. He would not move one inch. We do not want to be in that position as an
Association where we are trying to make progress. I feel hurt that a man of Mr. Lef-
fler's caliber should get up here and tell the Association this is just a little hobby. We
have men who have devoted their lives to the study of soil mechanics, men who, with-
out question, have brains and have given to the Association and to the country and to
the world something that is new, and it is something that men from all over the world
have congregated to understand and formulate.
We do not want to be in the position of saying, "No, this is something we do not
want to touch. We can cut-and-try." We are trying to cut out the cut-and-try method.
It costs money to cut-and-try. The experience we have had with foundations has cost
money in the world and the country and the Association of American Railroads. The
object of getting standards is so that the Association and its members will know what
they are doing, before something happens. That is the idea we have.
Professor Herbert Ensz (Armour Institute of Technology) : — Since the very concep-
tion of soil mechanics I have had an active interest in the subject; thus I appear to
share a few thoughts with regard to Mr. Leffler's reaction on this new science. I have
had the privilege of spending sometime during the past year at Harvard University with
Dr. Terzaghi, who is considered the father of modern soil mechanics.
The primary intention of those who are studying soil mechanics is not to overthrow
all the practical experience that we have lived with all these years, but to put it on a
scientific basis.
I would like to have Mr. Leffler read Dr. Terzaghi's opening address to the Inter-
national Conference on Soil Mechanics and Foundation Engineering, held at Harvard
University, which is given in Volume III of the Proceedings, and I think that he will find
that information that can be obtained from Engineers like Mr. Leffler is encouraged.
We are not trying to overthrow anything. We are trying to cooperate. Successful
work in soil mechanics and foundation engineering requires not only a thorough ground-
ing in theory, combined with an open eye for the possible sources of error, but also an
amount of observation and of measurements in the field far in excess of anything at-
tempted by the preceding generations of Engineers.
Earthwork and foundation design has been a neglected field of engineering; thus
the study of soil mechanics should be encouraged. It is necessary for us to share and
devote considerable time with Engineers who have had experience with soils for many
years. Progress has been made, but our theoretical knowledge has advanced to where it
is necessary to have additional field knowledge. I hope all of you will share the in-
formation that you might have with those who are devoting their time to the study of
soils. The progress is going to continue and the possibilities are unlimited.
If we had a blackboard I would draw a line with these divisions; knowledge, ex-
perience and good luck; the big division at the center would be experience. But men of
experience grow older and pass on and experience is never recorded. The purpose of soil
mechanics is to close this big gap of experience, not entirely, but to cut it down, thereby
enabling us to put the design of earthwork and foundations on a scientific basis.
Mr. B. R. Leffler: — I want to say a word in regard to what the Chairman of the
Committee said. The heading here is "General Specifications for Soil Testing for Rail-
726 Masonry
way Foundations", but the contents do not correspond with that heading. For instance,
Rankine's formula does not have anything to do with testing. It tells you what to do
when you know the angle of repose; so does Section IV and so does Section V.
If the paragraph headed "Elastic Soils"' and the preceding paragraph are intended
to cover what the general heading indicates, and which I think they do, I have no seri-
ous objection. I hold that the rest of it is not properly classified under General
Specifications for Soil Testing for Railway Foundations.
My argument was largely, to a considerable degree anyhow, based on the idea that
this was something more than what the heading indicated. I took the general heading,
"Specifications for Foundations", as my central talk.
Chairman M. Hirschthal: — I think we have come to the point for you to decide
whether you want to take this up now for inclusion in the Manual or whether you want
to postpone action for collaboration with Committee I, as Mr. Fanning suggested. I
would like to have that decided before I answer a couple of the points that Mr. Leffler
made, because he is still in error on some of the assumptions he made, from reading the
report rather casually.
The President: — Mr. Hirschthal, it is the province of your Committee to make such
recommendations as in its opinion it wishes to have carried out.
Chairman M. Hirschthal: — I started to read this with the idea of having it included
in the Manual. I explained the reason we wanted it included at this time is because
there is nothing in the Manual to guide an Engineer in the methods of making soil
tests. I was proceeding with the paragraph headings. Now I will answer Mr. Leffler
on a couple of the points he has made. One of them refers to the 30-degree spread.
The flatter the angle of repose, according to your assumption, the further the spread.
We are assuming the amount of spread is based on the angle with the vertical and, in
addition, this provision refers to that spread as the level where the weakest soil is en-
countered. So your angle of repose through a stronger soil will certainly be stiffer than
that in the weak soil. I am just making that comment to answer the point made by
Mr. Leffler.
Mr. B. R. Leffler: — Just a minute on that. I made the remark that the angle of
spread must be less than the angle of repose.
Chairman M. Hirschthal: — It is very much less.
Mr. B. R. Leffler: — The angle of spread indicated here is 30 degrees.
Chairman M. Hirschthal: — With the vertical. The angle of repose may be 2 to 1,
Mr. B. R. Leffler: — But the angle of repose for ordinary material with 1J4 to 1 is
in the neighborhood of about 30 degrees.
Chairman M. Hirschthal: — With the horizontal. This is 30 degrees with the verti-
cal, which would make one-third as much spread as you would allow in your case.
We are limiting it to a very stiff distribution.
I therefore move that this specification for soil testing be adopted by the conven-
tion for inclusion in the Manual.
Mr. Theodore Doll: — I am glad Professor Ensz defended the science of soil
mechanics because, if he had not done it, I would have asked him to do it, and if he had
refused, I would have tried to do so as well as I could.
I want to discuss a couple of the points raised by Mr. Leffler. In the first place,
Mr. Leffler cites just one instance where the science of soil mechanics failed in the deter-
mination of the proper bearing pressure under a foundation. I wonder how many in-
stances there have been under the old and time-honored methods, in which foundations
Discussion 727
have failed. Undoubtedly, in the experience of most of the people here, the old-time
methods have failed more than once. If the science of soil mechanics causes an occa-
sional failure, therefore, is that a serious charge against it as compared with the old
methods?
In the next place, the value of 30 degrees from the vertical for the lateral spread
has been criticized, and I should like to say that the experiments of the Special Com-
mittee on Stresses in Railroad Track show that at a distance below the bottom of the
ties equal to twice the clear spacing between the ties, the pressure under the track is
uniform. I will repeat that: at a distance below the bottom of the ties equal to twice
the dear spacing between the ties, all of these experiments show that the pressure under
the track is uniform. This means a slope with the vertical of 2 down and 1 horizontal,
and the corresponding angle is about 27 degrees.
Furthermore, the experiments by Goldbeck, Fehr, Enger and others, and those made
at Iowa State College, have shown that an angle of 30 degrees with the vertical is cer-
tainly well within the lateral distribution of pressure on soils of the type that would be
used for foundation bearing material for structures. If I am wrong in making that
statement, Professor Ensz, who knows so much more about the subject than I do, can
correct me.
Finally, with regard to the application of these specifications and the possibility of
the formula giving an excessive value for the bearing on the soil at great depths, the
specifications are supposed to be applied by an Engineer, and the Engineer should know
his business. If he finds that this formula is giving pressures that he thinks are exces-
sive, it is his duty to reduce the pressures, naturally, to what he thinks is more nearly
correct.
This is not the only formula that is used in structural design and will give- absurd
results. You can take many of them and get similarly absurd results. To cite an ex-
ample: Several years ago I was interested in the checking of a formula that was being
used for the design of reinforced concrete pipe, so I took the pipe tests given in the
ASTM specifications (which were identical with those in the specifications of the Joint
Concrete Culvert Pipe Committee), and computed the stresses in the reinforcing steel
for the ultimate loads, and I got stresses running up to 150,000 lb. per square inch, at
least twice the ultimate strength of the steel, which simply showed that the particular
formula in question was not applicable to the conditions assumed. In other words, when
an Engineer applies a formula, he must do it with discretion and must check the results
with his common-sense, knowledge of materials, and past experience.
Mr. Geo. S. Fanning (Erie) : — I would hke to move as an amendment to Mr.
Hirschthal's motion that the matter be referred back to the Committee for collaboration
with the Roadway Committee. The Roadway Committee was designated by the Asso-
ciation to study the subject of soil mechanics. Our Sub-Committee is in touch with the
Harvard Conference. We are entirely in sympathy with them. We are in sympathy
with what Mr. Hirschthal is trying to do, and I think that something can be gained by
collaboration.
Mr. C. W. Baldridge (Santa Fe) : — I want to second Mr. Fanning's motion. In
doing so, I want to remind the Association that the subject of the study of bearing
power of soils was especially assigned to the Roadway Committee at the request of
the AAR.
The President: — Gentlemen, we will act on the amendment first. The amendment
to the motion is that this matter be referred back to the Committee, with the request
728 Masonry
that they confer and collaborate with the Roadway Committee. All in favor say "aye";
contrary "no." The motion is carried.
Chairman M. Hirschthal: — We accept the action.
The President :-i-The Committee will be guided accordingly.
Chairman M. Hirschthal: — ^The next subject the Committee presents is that con-
tained in Appendi.x E, Proposed Specifications for Placing Concrete by Pumping. The
Chairman of that Sub-Committee is Mr. T. L. Condron, who will present the report.
This specification is a tentative specification presented to this convention for study
in the course of the year. It will receive further study from the Masonry Committee
itself. We invite suggestions and criticisms. This is presented as information, and I so
present it.
The President: — It will be so received, Mr. Hirschthal.
Chairman M. Hirschthal: — The next subject is contained in Appendix F and is
Review of ASTM Specification C76-3ST for Reinforced Concrete Culvert Pipe. The
Chairman of that Sub-Committee is Mr. G. E. Robinson, who will present the report.
Mr. G. E. Robinson (Big Four) : — ^The specification referred to in the title was the
work of Committee C-13, American Society for Testing Materials, and on that Com-
mittee the AREA was represented. Since this report was written. Committee C-13 has
held a meeting at which they made several minor revisions, in addition to the typo-
graphical errors we have mentioned. The Committee has studied this specification, and
we are recommending that it be endorsed by this Association. We are presenting it this
year as information.
Inasmuch as it is a tentative specification of the ASTM, they have indicated that
they will put it up in June to make it a permanent specification, and next year I expect
we will recommend it for inclusion in our Manual.
During the course of the study the Committee found that in order to complete this
subject for the purposes of the AREA, we should have in our Manual some specifica-
tions for the design of reinforced concrete culvert pipe. This is not in order to check
the pipes we buy from the manufacturers but rather to give us a foot to stand on when
some state or city wants to put a pipe of their own design under our track.
The Committee also found that we need some specifications for laying reinforced
concrete culvert pipe, and we expect to get those out this next year. This report is pre-
sented as information.
The President: — It will be so received.
Chairman M. Hirschthal: — The next subject is also a short report, contained in
Appendix G, and is the result of study. It is Specifications for Overhead Highway
Bridges. The Sub-Committee Chairman is Mr. Pyle, and I will ask him to present the
report.
Mr. I. L. Pyle (Chesapeake & Ohio) : — The report of this Sub-Committee is found
on page 450, and I shall not read it. I shall, however, read the recommendation. It is
that Committee VIII be represented on such joint committee as may be appointed to
consider the specifications, and that the matter of reviewing the present specifications be
held in abeyance until arrangements have been made for such representation. I move
the approval of this report.
The President: — Mr. Pyle, is the Committee so represented now?
Mr. I. L. Pyle: — Not Committee VIII, no.
The President: — The present setup is this Committee, Committee XV, and I believe
the Committee on Wood Bridges and Trestles each are reviewing the specifications. It
is your thought there be a joint committee appointed, with representation?
Discussion ^^9
Mr. I. L. Pyle: — No. These specifications were written by a Committee that was,
in substance at least, a joint committee but probably not so designated. Committee XV
was represented but Committee VIII was not. We think that Committee VIII should
be represented in any revision of the AASHO specifications.
The President:— Committee XV was only represented unofficially, to the extent of
conferring with the AASHO on structural features. I agree with you, if there is any
major revision in that specification, this Association should be represented, or all the
committees of the Association concerned ought to be represented.
Mr. I. L. Pyle: — That was our thought.
The President: — I know of no major revision of that specification being
contemplated.
Mr. I. L. Pyle: — I do not know. It has been revised since this Sub-Committee was
originally appointed, and a great many of the things to which we had objected at first
have been deleted. It is the recommendation of this Committee that, if and when an-
other revision is carried out, Committee VIII have a representative on it.
The President: — Your officers will keep that in mind and have you so represented
when such a major revision is contemplated.
Mr. J. B. Hunley (Big Four): — There seems to me to be some misunderstanding
about that original specification. The joint work of this Association, with the American
Association of State Highway' Officials, dealt only with the design of steel highway
bridges. That section on steel highway bridges was agreed upon and adopted by this
Association and by the Association of State Highway Officials. They published their
complete specifications in 1931. They included a section on timber bridges, concrete
bridges, and materials covering those bridges. During the conference of the Sub-
Committee of Committee XV with that Association, we purposely avoided criticizing or
suggesting any revisions in the portion of the Highway specfication covering concrete struc-
tures or timber structures. That was not within our province, and this Association had
nothing whatever to do with the adoption or the preparation of highway specifications
covering timber or concrete bridges. Any revision of that specification was made at
their own initiative, and there is no reason why they should not revise it, as that
specification is entirely their own work.
Mr. I. L. Pyle: — While it is true that these specifications refer to overhead highway
bridges, under the present setup by which these bridges are being built, particularly with
Federal funds, the several railroads are responsible for the maintenance of the sub-
structure, and the highway departments are responsible only for the maintenance of the
roadway.
We have had several controversies with highway departments as to protecting steel
girders over our tracks. We have asked that they be gunitted but in every instance we
had to pay for it ourselves. They refused to do it because it was not in the
specifications.
So I think this Association is very vitally interested even in highway bridges that
are built over railroad tracks where railroad companies are responsible for maintenance.
The President: — Mr. Pyle, when the State Highway Officials' specifications are of-
ficially referred to us, or we are aware of their revision, we will insist that the Masonry
Committee be properly represented. I think that is what you are after.
Mr. I. L. Pyle: — Yes, sir.
Chairman M. Hirschthal:— The last subject on which this Masonry Committee
makes its report is that contained in Appendix H, Rating of Existing Reinforced Con-
crete Structures. I will ask the Sub-Committee Chairman, Mr. Doll, to make a sum-
mary of the material contained therein.
730 Masonry
Mr. Theo. Doll: — The report on this subject is on page 451. This Sub-Committee
is studying a new subject, that of rating existing reinforced concrete structures, and we
shall be glad, therefore, to have all the help and suggestions and constructive criticism
that we can get.
The present report is simply a progress report, indicating certain conclusions that
the Sub-Committee and the Masonry Committee have reached concerning the subject.
Referring to the report, you will see that the Committee places inspection of the
structure first, and intends to prepare rules and instructions for the inspection of con-
crete structures for the purpose of rating them.
Of course, when a concrete structure is rated, it is necessary to make computations
to determine its strength, and hence the second subject is the determination of the effect
of repeated loads and age upon the various factors that enter into the computation of
the stresses in the concrete and steel.
The third thing to be determined is the relation of the original design stresses to the
actual unit stresses under live load in existing structures, and to their ultimate strength.
In other words, instead of basing the rating theory entirely upon laboratory test data,
it is proposed to determine what the actual stresses are in existing concrete structures
under load.
Finally, there is noted a very important subject upon which there are practically no
data, the matter of impact, or the probable dynamic effect of the live load on the struc-
ture and on the computed stresses in the structure.
In order to make the studies required for the preparation of these specifications it
is going to be necessary for someone to furnish some money. You will note that the
Committee recommends that funds be made available for tests of existing structures, to
determine the actual stresses under live load.
The Committee recommends also, that the subject of impact on concrete structures
be included in the outline of work of the Special Committee on Impact. It is our feel-
ing that this is very important, because, although our knowledge of impact on steel
structures is by no means complete, still, as compared with what we know about im-
pact on concrete structures, the information concerning steel structures is vast. We
know practically nothing from the experimental standpoint about impact on concrete
structures, and the matter should, therefore, be accorded a place in the outline of work
of the Special Committee on Impact.
Chairman M. Hirschthal: — This completes the Masonry Committee report.
The President: — The Masonry Committee is excused with the thanks of the
Association (Applause.)
DISCUSSION ON BUILDINGS
(For Report, see pp. 273-300)
Mr. O. G. Wilbur (Baltimore & Ohio):— The report of Committee VI— Buildings,
appears in Bulletin 391, beginning on page 273.
The Committee's assignments for the year included twelve subjects. Eight are re-
ported upon and will be presented for action of the Association, and four Sub-Commit-
tees offer no report this year other than the statement that they are developing these
assignments and that excellent progress has been made in their work.
The four subjects on which only progress is reported are as follows: (6)' Air-
conditioning of buildings; (7) Type of foundation best suited for railway buildings; (8)
Study of improved wearing surface for platforms, and (10) Design of railway buildings
to withstand earthquake shocks.
Discussion 731
The report on subject (1) Revision of Manual, will be presented by Mr. Belden of
the Central of Georgia, who is Chairman of the Sub-Committee.
Mr. G. A. Belden (Central of Georgia) : — The report of this Sub-Committee is to
be found on pages 274 to 276 of Bulletin 391. The first change is one of arrangement,
in order to make the text more logical. The second subject, covering built-up roofings,
includes a complete revision of the subject in order to bring it up to date. The third
revision is a change in the text for pile foundations, to correct an inconsistency, with the
specifications for pile and frame trestles.
The revision under sheet metal work covers materials. The next revision is one of
text, just to make the text clearer.
The next is an addition to the specifications for carpentry and mill work, adding a
paragraph on termite shields.
The last revision is a new paragraph added to the specification for lathing and plas-
tering, to cover gypsum lath.
I move the adoption of these revisions for inclusion in the Manual.
The President: — You have heard the motion which carries with it the adoption of
the revisions of material now appearing in the Manual, as covered by Appendix A of this
Bulletin. All in favor say "aye"; contrary. It is carried.
Mr. G. A. Belden: — The Sub-Committee also wishes to report it is studying a revi-
sion of the present specification for structural steel. This matter will be given further
study next year and report prepared in collaboration with Committee XV. That con-
cludes the report.
The President: — May I suggest, in connection with your study of structural steel,
that consideration be given to ASTM specifications for structural steel for buildings?
Mr. G. A. Belden:— Yes.
Chairman O. G. Wilbur: — Subject (2) Preparation of Specifications for Railway
Buildings will be found on pages 276 to 287, inclusive. In the absence of Mr. Judd, who
is the Chairman of this Sub-Committee, I will ask Mr. Smith of the National Lumber
Manufacturers Association to present that report.
Mr. L. W. Smith (National Lumber Manufacturers Association) : — The Committee
submits for publication in the Manual two specifications which have previously been
published in the Proceedings as information and for criticism.
The first is Section 30-G, Reinforced Brick Masonry Chimney. That specification
may be found on page 276 of Bulletin 391. This specification has been developed for
use where it is considered desirable to use a reinforced chimney in preference to the
customary type of brick construction covered by specification 30-B previously adopted
for the Manual.
The specification for reinforced brick masonry chimney was previously published as
part of Appendix B, pages 588 to 593, both inclusive, of Bulletin 373, January, 1935.
Since that time comments and criticisms have been received from members of the Asso-
ciation and also from members of the Reinforced Brick Masonry Research Board, as
follows: F. E. Richert, of the University of Illinois, Professor Withy of the University
of Wisconsin, Professor Lawson of Rensselaer Polytechnic Institute, D. E. Parsons of
the National Bureau of Standards, and Hugo Filippi of the Illinois Brick Company,
a member of this Committee.
The revisions the Committee considered desirable have been incorporated in the
specifications now presented. They consist of minor changes in the items of sand, mix-
ing mortar, wetting bricks, heating of bricks and protection of mortar against freezing.
I move that the specification as it now stands be adopted for publication in the
Manual.
732 Buildings
The President: — Gentlemen, it is usually our practice, when presenting a specifica-
tion for inclusion in the Manual, to read it heading by heading, waiting for comments
or criticism. The hour is passing. I do not wish to confine the comments unnecessarily,
but if there are no comments as a whole, on particular items, I will place the motion as
made without further reading. Are you ready for the question? The Committee now
present for adoption and inclusion in the Manual, Section 30-G, Specifications for Rein-
forced Brick Masonry Chimney.
(The question was put to a vote and carried.)
Mr. L. W. Smith: — The next is Section 26-C, Cement Grouted Macadam Platforms,
Floors, Pavements and Pavement Bases, appearing on page 282, Bulletin 391. This
specification has been prepared as an alternate for use in cases where a pavement or
platform less expensive than the usual type of concrete construction is desired.
It was previously published as part of Appendix B, pages 281 to 286, both inclu-
sive, of Bulletin 382, December, 1935, and revised in line with comments since received.
The changes comprised the list of pavement bases as a part of the specification and
minor changes in description, scope, joints, compaction and finishing.
On page 283, following the table headed "Accompanying Fine Aggregates" appear
the words "or either of above." The Committee desires to' strike these words from the
specification.
In printing the formulas on page 287, several figures have been omitted. Steps have
been taken to correct these omissions in the future publication of the specification. The
omissions were: In the last formula on this page, 287, the divisor 300 has been omitted,
and in the formula just above it, the W should equal 2000-lb. These formulae are cor-
rectly shown on page 286 of Bulletin 382.
I move that the specification as corrected be adopted and printed in the Manual.
The President: — The action will be similar to that taken on the other specifications.
The Committee now recommend that Section 26-C, Cement Grouted Macadam Platforms,
Floors, Pavements and Pavement Bases be approved and printed in the Manual. Are
you ready for the question? All in favor say "aye"; contrary. It is carried.
Chairman O. G. Wilbur: — Subject (3)' Influence of the Design of Buildings on Fire
Insurance Rates. This report will be presented by Mr. Howard, of the Railway Age,
who is Chairman of the Sub-Committee.
Mr. N. D. Howard (Railway Age) : — The report of the Committee concerning the
influence of the design of buildings on fire insurance rates appears on pages 288 to 291
inclusive of Bulletin 391.
It had been our original intention to make several comments in connection with the
presentation of this report, but in view of the lateness of the hour, I will just call atten-
tion to the fact that the body of the report discusses in some detail the important fac-
tors having a bearing on this subject. These factors include standards and rate schedules
and the general factors having influence on insurance rates, the importance of giving
consideration to external hazards, rates on contents and the effect of hazardous contents,
and the desirability of giving consideration to the importance and permanence of build-
ings in deciding upon a type of construction to be employed.
It is also pointed out in the report that each building presents a special problem in
itself, and that consideration should be given to fire resisting features in old as well as
new buildings.
The conclusions of the Committee are brief and, with permission of the President,
I should like to read them:
"(1) Details of design or the class of materials used in building construction have
a large effect upon fire insurance rates, on both buildings themselves and on their contents.
Discussion 733
"(2) The saving through reduction in fire insurance rates may not, in itself, justify
the increased initial cost to bring it about. However, the added cost for fire-resistive
construction is often justified far beyond any saving which may result from insurance
considerations alone.
"(3) In determining the degree of fire-resistive construction to be employed in
buildings, each building should be studied carefully, giving consideration not alone to the
insurance rate on the building itself, but also to the importance of the building as a con-
tinuous operating or revenue-producing unit, its contemplated service life, and the effect
upon the insurance rate placed upon its contents.
"(4) Where circumstances prevent the incorporation of fire-resistive construction
to the extent warranted by the conditions involved, care should be exercised to meet the
most important and immediate hazards, and, wherever possible, to allow in the original
design for the subsequent addition of further safeguards as conditions may warrant or
make possible.
"(S) Plans for railway buildings and for their location should have the benefit of
the criticism of the insurance and fire prevention departments of a railway before they
are finally approved."
This report is submitted as information, and the Committee asks that it be so
received.
The President: — The report will be so received, Mr. Howard.
Mr. W. A. Radspinner (Chesapeake & Ohio) : — I am one of the Executive officers
of the Railway Fire Prevention Association and, in behalf of that organization, I want
to thank Mr. Howard for his report.
Chairman O. G. Wilbur: — That is a help. I thought we were going to get some
wildfire criticism.
Subject (4) Determination of the destructible value of structures which can be col-
lected in case of fire. Report was offered last year on this subject to the Association.
It was offered for information, and criticism was invited. This Committee is of the
opinion that the conclusions which were a part of the report of last year are of sufficient
importance to be included in the Manual. Last year we read those conclusions. They
are not in the printed bulletins which are in your hands at this time. Those conclu-
sions involve a full printed page. They were read last year to the Association. Because
of the lateness of the hour, if it meets with the approval of the Association, I am
moving that the conclusions on this subject as printed on pages 287 and 288 of the
December, 1935, Bulletin 382, be adopted and printed in the Manual. During this past
year we have had no criticisms whatever on those conclusions. We feel they are Man-
ual material, and I so recommend their inclusion in the Manual.
The President: — Does the convention wish to act on this without having had the
matter brought particularly to their attention at this time? It was not printed in the
report of the Building Committee this year. There is no reference in their report that
such matter would be presented for adoption. I am rather inclined to think, Mr. Wil-
bur, it would be well not to present that at this time for adoption but present it with
the statement that next year it will be presented.
Chairman 0. G. Wilbur: — Very well, sir.
The President: — Include that in your report next year.
Chairman O. G. Wilbur: — Last year, in my comments to the Association, we sug-
gested the possibility of presenting it as Manual information. During the year we felt
they should be definitely included in the Manual.
The President: — They are not part of the printed report this year.
Chairman O. G. Wilbur: — No. If it is your wish, we will carry them over and
print them in the report next year and offer them this year as information.
The President: — I think that would be the desirable procedure.
734 B uildings
Chairman O. G. Wilbur:— Subject (5) Different Types of Paint and Their Eco-
nomical Selection. This report will be presented by Mr. Irwin, of the Portland Cement
Association.
Mr. A. C. Irwin (Portland Cement Association) : — I would characterize this subject
as a wishful subject. It would be splendid if one could say that the A, B, C, or X, Y, Z
Paint Company manufactures the finest paint for outdoor exposure for this, that and
the other type of building. Unfortunately, that cannot be done.
In attempts to get at some definite information to answer the question proposed, we
found that the first two paragraphs of this report about cover the situation.
"The economical selection of paints must depend on comparative data as to dur-
ability and cost. Such data are scarce. Haphazard 'tests' give very little dependable
information. Lack of uniformity of the conditions under which exposure tests have
been made, as well as the absence of standard methods or requirements for exposure and
a still greater lack of standards of judging kinds and degrees of failure make available
test data practically valueless.
"Correlation of data from tests is impossible unless the defects observed are clearly
defined. Uniform terminology and method of rating are first requisites to the assembly
of worth-while information."
Therefore, the Committee proceeded to do about all it could see that it could do,
namely, define various ills to which paints are heir; second, to suggest a method for
recording inspections, with the idea that, in the course of time, sulfficient data might be
accumulated collectively by a number of users of paint so that some conclusions could
be reached. Obviously, this is a testing or research proposition. It is in this case, how-
ever, one that could be very well performed by the railroads, acting under a plan that
is standardized, and the information brought together, studied and put up in usable form
by some such agency as this Committee or other agency. However, if that is going to
be done, standardized methods of inspection and recording of inspection must be fol-
lowed. The conclusions are:
1. "There are insufficient data available to allow definite conclusions as to the eco-
nomical selection of different types of paints.
2. "Since the railroads are large users of paint, standard exposure tests should be
made and results recorded to accumulate sufficient information for definite conclusions.
3. "For uniformity, it is recommended that exposure tests be made at an angle of
45 deg. and with a southern exposure."
I regret that we did not decide to offer these conclusions for printing in the Man-
ual, but I know it is too late at the present time, and probably the Committee will have
more conclusions next year. This is offered as information.
The President: — It will be so received, Mr. Irwin.
Mr. Maurice Coburn: — Possibly I misunderstood the comments. As I understood
it, they asked to be excused from further work. Am I correct in that matter?
Mr. Irwin: — I think that the Committee, with the permission of the Committee on
Outline of Work, will take care of the situation.
Mr. Maurice Coburn: — It seems to me the Committee is proposing to start in a field
in which a tremendous amount of work has been done by other associations, and it may
not be entirely politic to so criticize the results obtained.
Chairman O. G. Wilbur:— Subject (9) Design of Small Cold Storage Plants for
Railway Use. This report will be presented by Mr. Horton, of the Erie Railroad.
Mr. C. D. Horton (Erie): — This Sub-Committee has endeavored to develop in its
report such information that will be helpful in designing the smaller types of cold stor-
age plants, for which, in recent years, there has sprung up a considerable demand.
Discussion 735
Recommendations made in this report cover the general features of design, under
the caption of Insulation, not only in thickness but the degrees of temperature to be
maintained, the temperature at which a number of perishable products should be main-
tanied. No attempt has been made in this report in detail on refrigeration and equip-
ment for use in such buildings, but many items have been given consideration by the
building engineer and those which bear direct relationship to refrigeration are discussed
under Refrigeration and Equipment. The report contains a great deal of helpful in-
formation and is offered as such.
The President;— It will be so received.
Chairman O. G. Wilbur: — Subject (11) Stockpens. This report will be presented
by Mr. Laffoley, of the Canadian Pacific Railway.
Mr. L. H. Laffoley (Canadian Pacific) : — The report on this subject will be found
in Bulletin 391, pages 296 to 299.
The Sub-Committee, in preparing this report, circularized about thirty of the larger
railroads in the United States and Canada to determine general practice in stockpen
construction.
As a result of the replies to this inquiry and the plans accompanying them, this
report was prepared and reflects what seems to be the most general use in stockpen de-
sign. The report discusses the general method and arrangement for layout, with some
data as to sizes.
It covers in some detail the construction of fences, gates, loading chutes and plat-
forms and floors. Appurtenances such as water supply, feed yards, sheds, scales, light-
ing and painting are covered by descriptions of what seem to be good practice. This
report is offered as information.
The President: — It will be so received.
Chairman O. G. Wilbur:— Subject (13) Outline of Complete Field of Work will be
found in Appendix G on pages 299 and 300. The Committee in this report, as wiU be
noted, introduces no descriptive text. The scope of the work of this Committee is sug-
gested, and the report is offered as information.
The President: — It will be so received, with proper conference with the Committee
on Outline of Work of the Board.
Chairman O. G. Wilbur: — This completes the report of Committee VI — Buildings.
The President: — The Committee is excused with the thanks of the Association, with
the regret that we had to hurry you through the report (Applause.)
DISCUSSION ON WOOD PRESERVATION
(For Report, see pp. 309-353)
Mr. C. F. Ford (Rock Island):— The report of Committee XVII— Wood Preserva-
tion, will be found in Bulletin 391, pages 309 to 353.
Your Committee desires to make a correction on page 309 and to report progress
in study — no report in regard to subject (6) .
The Committee reports progress on the following subjects: (1) Revision of Man-
ual; (4) Effect of preservative treatment by use of — (a) creosote and petroleum, (b)
zinc chloride and petroleum; (6) Effect on preservative in treated ties due to blowing
off locomotives on line of road; (7) Incising of all forest products material; (8) Inves-
tigations being made for the determination of toxicity value of creosote and creosote
mixtures; (9) Outline of complete field work of the Committee.
736 Wood Preservation
The report of Sub-Committee (2) Service Test Records for Treated Ties will be
found on page 309 of Appendix A. The table of the renewals has been revised to in-
clude data for 1935. The Committee has submitted reports covering special test tracks
on the Santa Fe, C.B.&Q., C.M.St.P.&P., C.R.I.&P., Northern Pacific and Union Pacific.
This report is submitted as information.
The President: — It will be so received
Chairman C. F. Ford: — The next report is Appendix B, Piling Used for Marine
Construction. The report includes data from the Panama Canal Zone, San Francisco
Bay tests, and the New England investigation. This report is also submitted as
information.
The President: — It is quite valuable information.
Chairman C. F. Ford: — The report of Sub-Committee (5) will be found on page 346,
Appendix C. This also is submitted as information.
The President: — It will be so received.
Chairman C. F. Ford: — The report of Sub-Committee (9) will be found on page
349, Appendix D. This report covers the field of work of the Committee and is sub-
mitted merely as information. That completes our report.
The President: — ^Thank you, Mr. Ford. We did not wish to hurry you quite so
much (Applause.) ,
INDEX
Acceptance of rails, 651
Address, President's, 11
— MacDonald, Thos. H., 48
— Wells, Hon. Harold B., 54
Adherence to standard tie specifica-
tions, extent of, 514
Agreement forms:
— cab stand and bag-gage transfer priv-
ileges, 188
American Standards Association, 462
— standards approved by, 469
— technical projects on which the AAR
is now cooperating, 471
Application of and specifications for
fusion w^elding and gas cutting to
steel structures, 302
B
Ballast, report, 191
— design of ballast sections in line with
present-day requirements, 202
— effect of different kinds of ballast on
life of ties, 521
— Los Angeles testing machine, 195
— proper depth of ballast, 195
— specifications for stone, 192
Bearing power of wood piles, 184
Bessemer & Lake Erie test track, 711
Bibliography:
— Records and Accounts, 526
—Yards and Terminals, 82
Bridges:
— design of reinforced concrete rigid-
frame bridges without skew, 439
— determination of the limiting relative
positions of the abutting rails of
fixed and drawspans of bridges and
proper tolerances, 508
— maintenance of bridges, rules for
"wood structures, 584
Brumley, D. J., resolution to, 41
Brunner, John, a memoir, 642
Buildings, report, 273
— carpentry and mill work, 276
— cement grouted macadam platforms,
floors, pavements and pavement
bases, 282
— desig-n of small cold storage plants
for railway use, 293
— different types of paint and their eco-
nomical selection, 291
— excavation, filling and backfilling, 275
— freight houses, 274
— influence of the design of buildings
on flre insurance rates, 288
— lathing and plastering, 276
— ornamental and miscellaneous metal
work, 276
Buildings, report — Continued
— outline of complete field of work of
the Committee, 299
— reinforced brick masonry chimney,
276, 277
— roofings, 274
— sheet metal work, 275
— specifications for railway buildings,
275, 277
— stockpens, 296
Business session, 11-47
Cab stand and baggage transfer privi-
leges, form of agreement, 188
Canadian Engineering Standards Asso-
ciation, 464
Clearances, discussion, 36
Complete Roadway and Track Struc-
tures, report, 161
— progress report, 161
Concrete:
— manufacture, progress in the science
and art, 446
— —vibratory placement of, 446
— proposed specifications for placing
concrete by pumping, 449
— rating of existing reinforced con-
crete structures, 451
— review of ASTM Specification C-76-
35— T for reinforced concrete cul-
vert pipe, 450
Condensed report of convention, 11-47
Construction reports and records, 554
Crugar, Edward L., resolution to, 43
Culvert pipe, specifications for cast
iron, 167
Deceased members, 19
Drafting room practices, 530
Dragging equipment detector, 682
Drainage, roadway, 173
E
Economics of Bridges and Trestles, re-
port, 433
— progress report, 433
Economics of Railway Labor, report,
355
— analysis of operations of railways
that have made marked progress
in reduction of labor required in
maintenance of way work, 356
— economies in labor to be effected
through increased capital expendi-
tures, 370
737
738
Index
Economies of Railway Labor,
report — Continued
— economies in track labor to be ef-
fected in the maintenance of joints
by welding and the use of re-
formed bars, 373
— effect of higher speeds on the labor
cost of track maintenance, 375
— organization of forces and methods
of performing maintenance of way
work, 364
— outline of complete field of work of
the Committee, 378
Economics of Railway Location, report,
421
— electric locomotives, 423
— form for calculating the tractive ef-
fort and horsepower output of typi-
cal electric locomotives, 428, 705
— power, 422
— steam locomotives, 421, 423
Economics of Railway Operation, re-
port, 381
— method of determining effect of a
moderate change in traffic density
upon the operating ratio of a rail-
way, 403
— methods for obtaining a more in-
tensive use of existing railway fa-
cilities, 382
— methods or formulae for the solution
of special problems relating to
more economical and efficient rail-
w^ay operation, 389, 692
— train resistance as affected by weight
of rail, 409
Electricity, report, 457
— synopsis of reports of Electrical Sec-
tion, 457, 598
End-hardening and batter of rail ends,
652
Engineer, the, 12
Field tests for wheel loads in service,
645
Financial statement, 30
Fire protection, rules, 585
Fissures in railroad rails, report on
investigation, 645
Formula for determining shearing
stress in the web of a railroad rail,
673
Fritch, E. H., retirement of and presen-
tation of plaque to, 42
Finance, Accounting, Taxation and
Valuation Department of the AAR,
discussion, 691
General balance sheet, 31
Grade crossing protection, including
automatic gates, barrier type of,
271
H
Highways, report, 255
— barrier type of grade crossing pro-
tection, including automatic gates,
271
— design and specifications for highway
crossings at grade over railway
tracks, both steam and electric,
263
specifications for the construction
of pre-cast concrete slab crossings,
263
— "gates-not-working" and "watchman-
not-on-duty" signs, 265-270
— highway-railroad crossing signs, 262
— outline of complete field of work of
the Committee, 272
Hump yards, 65
Impact, report, 453
— outline of complete field of work of
the Committee, 454
— tests of short steel spans with open
floor, together with effect of in-
equalities of track and effect of
rough wheels on such track, 453
ICC classification of accounts, 576
Iron and Steel Structures, report, 301
— application of and specifications for
fusion welding and gas cutting to
steel structures, 302
application of fusion welding to
steel structures, 302
— outline of complete field of work of
the Committee, 307
Irwin, J. C, installation of as Presi-
dent, 45
M
MacDonald, Thos. H., address of, 48
Maintenance of "Way Work Equipment,
report, 115
— electric tie tampers, 115
— machines for laying rail and their
auxiliary equipment, 122
— outline of complete field of work of
the Committee, 133
— power bolt tighteners, 131
— track welding equipment, 128
— use and adaptability of crawler-type
tractors in maintenance of way
work, 120
Index
739
Masonry, report, 437
— progress in the science and art of
concrete manufacture, 446
vibratory placement of concrete,
446
— proposed specifications for placing
concrete by pumping, 449
— rating of existing reinforced concrete
structures, 451
— review of AS.TM Specification C-76-
35-T for reinforced concrete cul-
vert pipe, 450
— Schall, Frederick E., a memoir, 452
— Sikes, Z. H., a memoir, 452
— ^specifications for foundations, 448
general specifications for soil test-
ing for railway foundations, 448
— specifications and principles of de-
sign of plain and reinforced con-
crete, 439
recommendations for the design of
reinforced rigid frame bridges
without skew, 439
Membership, 16
— committee-work, 21
— deceased members, 17, 19
— finances, 16
— geographical distribution, 18
— status as of March 1, 1936, 16
Miscellaneous special tests, 668
Moore, H. P.,. monograph on Investiga-
tion of Fissures in Railroad Rails,
645
N
Navigable water in fact, 155
— review of court decisions and inter-
pretations, 155
Officers, election of, 45
— installation, 45
Outline of complete field of work of
the Committee:
— Buildings, 299
— Economics of Railway Labor, 378
— Highways, 272
— Impact, 454
— Iron and Steel Structures, 307
— Maintenance of Way Work Equip-
ment, 133
—Rail, 252
— Rules and Organization, 587
— Shops and Locomotive Terminals, 139
— Ties, 522
— Track, 509
— Water Service, Fire Protection and
Sanitation, 110
— Wood Preservation, 349
— Yards and Terminals, 90
Physical properties of earth materials,
164
Piles, bearing power of wood, 184
Pipe, specifications for cast iron cul-
vert, 167
Pipes, thawing frozen, 601
Piling used for marine construction,
334
Power, 423
— bolt tighteners, 131
— plants, 138
Principal current activities of the Sig-
nal Section, AAR, 211
Rail, report, 215
— AAR detector car, 232
— cause and prevention of rail batter-
ing, 232
— continuous welding of rail, 247
— details of mill practice, 217
— effect of contour of the head of rail
sections on the wear, 249
— outline of complete field of work of
the Committee, 252
— rail failure statistics for 1935, 218
— rail lengths in excess of 39-feet, 233
— revision of Manual, 216
general requirements for standard
rail joint, 216
— service tests of various types of
joint bars, 247
— Stimson, Earl, a memoir, 254, 642, 643
— transverse fissure statistics, 224
— 112-lb. rail section, 251
Records and Accounts, report, 525
— methods for avoiding duplication of
effort and for simplifying and co-
ordinating work under require-
ments of the ICC, 576
— methods and forms for gathering
data for keeping up to date the
property records of railways with
respect to valuation, accounting,
depreciation and other require-
ments, 568
accounting section, 569
and depreciation, 575
engineering section, 570
joint, committees, 572
land section, 570
railroad construction indices, 571
simplified practices in valuation
matters, 573
status of valuation, 569
underlying valuation figures sent
individual railroads, 571
uses made by the Commission of
valuation, 572
740
Index
Records and Accounts,
report — Continued
valuation, 568
issues in court decisions, 572
— ■ — — -reports made in reorganization
cases, 571
valuations issued by the Commis-
sion during the past year, 570
— office and drafting room practice, 530
— progress profile, 527
— recommended practices to be followed
with respect to maintenance of
way accounts and statistical re-
quirements, 553
Research, 13
Roadway, report, 163
— physical properties of earth mate-
rials, 164
— roadway drainage, 173
protection, particularly concrete
slab roadbed, 173
— signs, particularly roadway signs re-
quired, 179
— specifications for cast iron culvert
pipe, 167
Roller bearings for switches, 682
Rules and Organization, report, 577
— outline of complete field of work of
the Committee, 587
— revision of Manual, 577
frogs and switches, 581
lining and surfacing, 580
maintenance of bridges — wood
structures, 583, 584
motor car maintainers, 578
oil houses, 583
pumpers, 577
repairmen, 578
road crossings, 583
ties, 578, 584
track tools, 583
track signs and posts, 582
work equipment operators, 578
— rules for fire protection, 585
Scales used in railway service, 67
proposed specifications for the
manufacture and installation of
two-section, knife-edge railway
track, 68
Secretary's report, 16-31
Shatter cracks in rails, 651, 666
Shops and Locomotive Terminals, re-
port, 137
— adaptation of enginehouses, shops
and engine terminal layouts for
handling oil-electric locomotives
and rail cars, 137
— outline of complete field of work of
the Committee, 139
— power plants, 138
Signals and Interlocking, report, 205
— developments in railway signaling,
205
— principal current activities of the
Signal Section, AAR, 211
Soil mechanics, 448, 722
Specifications:
— buildings for railway purposes, 275
carpentry and mill work, 276
cement grouted macadam plat-
forms, floors, pavements and pave-
ment bases, 277, 282
excavation, filling and backfilling,
275
lathering and plastering, 276
ornamental and miscellaneous
metal work, 276
reinforced brick masonry chimney,
276, 277
sheet metal work, 275
— cast iron culvert pipe, 167
— foundations, 448
— ^fusion welding to steel structures,
302
— highway crossings at grade over rail-
way tracks, both steam and elec-
tric, design and, 263
construction of pre-cast concrete
slab crossings, 263
— manufacture and installation of two-
section, knife-edge railway track
scales, 68
— placing concrete by pumping, 449
— principles of design of plain and re-
inforced concrete, 438
— stone ballast, 192
— track tools, 501
Standardization, report, 461
— -American Standaids Association, 462
standards approved by, 469
technical projects on which the
AAR is now cooperating, 471
— Canadian Engineering Standards As-
sociation, 464
— tabulation of specifications and rec-
ommended practices as contained
in the Manual and supplemental
bulletins, which are presented for
uniform practice on all railroads,
466
Stimson, Earl, a memoir, 254, 642, 643
Stresses in Railroad Track, report, 455
— discussion, 674
— progress report, 455
Index
741
Teller's report, 37
Temperature limits for controlled cool-
ing of rails, 665
Termites, destruction by and possible
ways of prevention, 346
Tie plates, 504
Ties, report, 513
— best practice from the manufacture
of the tie to its installation in
track, 516
— effect of different kinds of ballast
on life of ties, 521
— extent of adherence to standard
specifications, 514
— outline of complete field of work of
the Committee, 522
— substitutes for wood ties, 514
Track, report, 475
— design of railbound frog castings,
report on, 478
— design of tie plates for RE rail sec-
tions as developed, 504
— determination of the limiting rela-
tive positions of the abutting rails
of fixed and drawspans of bridges
and proper tolerances, 508
— fastenings for continuous welding of
rail, 493
— — ^extract of report on "welding rails
together in track", 498
— outline of complete field of work of
the Committee, 509
— plans and specifications for track
tools, 501
— plans for switches, frogs, crossings,
slip switches, etc., and track con-
struction in paved streets, 503
— revised designs for cut track spikes,
510
Train resistance as affected by weight
of rail, 409
Transverse fissure statistics, 224
Treasurer's report. 31
u
Uniform General Contract Forms, re-
port, 187
— form of agreement for cab stand and
baggage transfer privileges, 188
— Roberts, S. S., a memoir, 187
w
Waterproofing of Railway Structures,
report, 591
— progress report, 591
Water Service, Fire Protection and
Sanitation, report, 93
— cause of and remedy for pitting and
corrosion of locomotive boiler
tubes and sheets, 101
— determination of and means for re-
duction of water waste, 106
— methods for analysis of chemicals
used in water treatment, 102
— outline of complete field of work of
the Committee, 110
— progress being made by Federal or
State authorities pertaining to rail-
way sanitation, 105
— relation of railway fire protection of
municipal and privately-owned wa-
terworks, 94
— salt to be used in the regeneration of
zeolite water softeners, 104
— use of phosphates in water treat-
ment, 97
Waterways and Harbors, report, 141
— size and depth of slips required for
various traffic conditions, 152
— warehouse piers, coal piers, car fioat
piers and others on the Great
Lakes and seacoast, 142
— what is navigable water in fact? 155
Welded rail of the Delaware & Hudson
Railroad, 676
Welding rails together in track, ex-
tract of report on, 498
Wells, Hon. Harold B., address, 54
Wilson, A. R., address of as President,
11
— presentation of plaque to, 38, 39
Wood Bridges and Trestles, report, 183
— bearing power of wood piles, 184
— design of wood trestles for heavy
loading, 183
— improved design of timber structures
to give longer life with lower cost
of maintenance, 185
— recommended relationships between
the energy of hammer and the
weight or mass of pile for proper
driving, 184
742
Index
Wood Preservation, report, 309
— destruction by termites and possible
■ways of prevention, 346
— outline of complete field of work of
the Committee, 349
— piling used for marine construction,
334
— service test records for treated ties,
309
— Shepherd, F. C, a memoir, 352
Yards and Terminals, report, 65
— bibliography on subjects pertaining
to yards and terminals appearing
in current periodicals, 82
Yards and Terminals,
report — Continued
— expediting freight car movements
through yards, 67
— hump yards, 65
features to be considered in the de-
sign of gravity or hump classifi-
cation yards or in the equipping
of such yards with retarders, 66
— McCausland, C. P., a memoir, 92
— outline of complete field of work of
the Committee, 90
— scales used in railway service, 67
— — proposed specifications for the
manufacture and installation of
two-section, knife-edge railway
track scales, 68
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